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WORLDWIDE SITUATION OF LOW-SPEED VEHICLES

ANNEXES

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1

TABLE OF ANNEXES

Annex 1 : Gazette of Canada, part I, Regulations Amending the Motor Vehicle Safety Regulations

(Low-speed vehicles), December 22, 2007Annex 2 : Department of Transportation, National Highway Safety Administration, 49 CFR Part 571,

Federal Motor Vehicle Safety Standards

Annex 3 : Directive 2002/24/CE du parlement Européen et du Conseil du 18 mars 2002 relative à laréception des véhicules à moteur à deux ou trois roues et abrogeant la directive 92/61CEEdu Conseil

Annex 4 : Transports Canada Sécurité et sûreté, Division des normes et règlements, Document denormes techniques No500, Révision 1, 9 décembre 2006

Annex 5 : ICBC, Registrar’s Circular No 15/00, New vehicle class for low speed vehicles (LSVs),September 21, 2000

Annex 6a : British Columbia, Consultation on Motor Vehicle Act Regulation Changes - Zero EmissionElectric Vehicles, February 20, 2008

Annex 6b : British Columbia, Zero Emission Electric Vehicles, Proposed Regulatory Change

Annex 7 : Assemblée législative de l’Ontario, Projet de Loi 169, Loi modifiant le Code de la route etmodifiant et abrogeant diverses autres lois à l’égard des questions relatives au transport, 21février 2005

Annex 8 : Assemblée nationale du Québec, Projet de Loi 42, Loi modifiant le Code de la sécuritéroutière et le Règlement sur les points d’inaptitude,

Annex 9 : État des lieux de la transposition de la Directive Permis de conduire dans les 27 Étatsmembres

Annex 10 : Synthèse des réglementations américaines par état et district

Annex 11 : 2007 Montana Legislature, Senate Bill no 185, Medium Speed Electric vehicle

Annex 12 : List of interviewed people

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Le 22 décembre 2007 Gazette du Canada Partie I 3545

Regulations Amending the Motor Vehicle Safety

Regulations (Low-speed Vehicles)

Règlement modifiant le Règlement sur la sécurité des

véhicules automobiles (véhicules à basse vitesse)Statutory authority Fondement législatif

Motor Vehicle Safety Act Loi sur la sécurité automobile

Sponsoring department Ministère responsable

Department of Transport Ministère des Transports

REGULATORY IMPACTANALYSIS STATEMENT

RÉSUMÉ DE L’ÉTUDE D’IMPACTDE LA RÉGLEMENTATION

(This statement is not part of the Regulations.) (Ce résumé ne fait pas partie du Règlement.)

Description Description

The proposed Regulations Amending the Motor Vehicle Safety Regulations (Low-speed Vehicles) [the proposed Regulations]would amend the definition for the low-speed vehicles (LSV)class and introduce marking requirements to better identifyvehicles of this class. LSV are small four-wheeled electric vehi-cles that attain a maximum speed of 40 km/h in a distance of1.6 km and are designed for use in controlled areas. The proposedRegulations would better define LSV and would increase otherroad users’ awareness of them.

Le Règlement modifiant le Règlement sur la sécurité des véhi-cules automobiles (véhicules à basse vitesse) proposé (le règle-ment proposé) modifierait la définition de la catégorie des véhi-cules à basse vitesse (VBV) et instaurerait des exigences demarquage pour mieux identifier les véhicules de cette catégorie.Les VBV sont de petits véhicules électriques à quatre roues quiatteignent une vitesse maximale de 40 km/h sur une distancede 1,6 km et sont conçus pour rouler dans des milieux contrôlés.Le règlement proposé définirait mieux ces véhicules et permet-trait aux autres usagers de la route de mieux les reconnaître.

The proposed Regulations would update the definition of theLSV to clarify the original reason for establishing the LSV class,which was to allow the use of such vehicles for short trips, suchas shopping, social and recreational purposes, in limited, plannedand controlled environments. In addition to amending this defini-tion, the proposed Regulations would add a requirement for aslow-moving vehicle emblem to be permanently marked on LSV,in order to harmonize with provincial/territorial requirements.

Le règlement proposé viserait à mettre à jour la définition desVBV pour clarifier la raison initiale de l’établissement de cettecatégorie de véhicules, qui était d’autoriser l’utilisation de telsvéhicules pour de courts trajets, comme le magasinage, les activi-tés sociales ou les loisirs, dans des milieux limités, prévus et con-trôlés. En plus de modifier la définition, le règlement proposéexigerait aussi que les VBV soient marqués de façon permanented’un panneau indicateur de véhicule lent, dans un but d’harmoni-sation avec les exigences provinciales et territoriales.

The proposed Regulations would align the Canadian definitionwith recent changes made in the United States to Federal MotorVehicle Safety Standard (FMVSS) No. 500, by introducing newwording that would, for the first time, allow small trucks to beclassified as LSV. To ensure that large trucks and passengervehicles cannot be improperly classified as LSV, the proposedRegulations would include a maximum limit for their mass. Also,to remain aligned with the United States, the proposed Regula-tions would specify what kind of safety glazing is acceptable for aLSV windshield.

Le règlement proposé alignerait la définition canadienne sur lesrécentes modifications apportées à la Federal Motor Vehicle Safe-ty Standard (FMVSS) No. 500 des États-Unis, par un nouveaulibellé qui permettra pour la première fois de classer de petitscamions parmi les VBV. Afin que les gros camions et les véhicu-les de tourisme ne soient pas indûment classés parmi les VBV, lesmodifications proposées imposeraient une limite maximale aupoids nominal brut de ces derniers. De plus, pour rester alignersur les États-Unis, les modifications proposées préciseraient quelgenre de vitrage peut servir de pare-brise sur un VBV.

Finally, a minor revision in the definition of a LSV is proposedto clarify the current no emission requirement, to state that a LSVdoes not use fuel as an on-board source of energy. This is in keep-ing with the original intent that a LSV be an environmentally-friendly electric vehicle.

Finalement, une petite modification est apportée à la définitionde VBV afin de clarifier l’exigence actuelle d’absence d’émis-sions en précisant qu’aucun carburant n’est utilisé comme sourced’énergie à bord de l’un de ces véhicules. Cette modification ca-dre avec le but initial, qui était que le VBV soit un véhicule élec-trique écologique.

Background Contexte

In July 2000, the LSV was introduced as a new class of vehicleand minimum safety requirements were established for this class insection 500 of Schedule IV to the Motor Vehicle Safety Regulations1 (MVSR), hereafter referred to as Canadian safety standard 500.

Une nouvelle catégorie de véhicules a été instaurée en juillet2000, le VBV, et des exigences de sécurité minimales pour cettecatégorie ont été établies à l’article 500 de l’annexe IV du Règlementsur la sécurité des véhicules automobiles1 (RSVA), article appelé

——— ———1 SOR/2000-304 1 DORS/2000-304

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3546 Canada Gazette Part I December 22, 2007

The introduction of this new vehicle class was a result of severalindustry requests for Canada to harmonize with the requirementsdeveloped in the United States under the FMVSS 500.

ci-après norme canadienne de sécurité 500. L’instauration de cettecatégorie résultait de plusieurs demandes faites par l’industriepour que le Canada harmonise ses exigences avec celles de laFMVSS 500 des États-Unis.

Since the introduction of the LSV class in the United States,amendments have been made by the United States which includeallowing trucks to be classified as LSV,2 limiting the LSV class to

a maximum gross vehicle weight rating of less than 1 361 kg3

andclarifying the requirement for windshields.4 The proposed Can-adian Regulations would once again ensure that Canada and theUnited States remain closely aligned. Although the goal is tomaintain harmonization between the Canadian and U.S. LSVsafety standards, some minor variances are being proposed.

Les États-Unis ont apporté des modifications depuis l’établisse-ment de la catégorie des VBV dans ce pays, notamment en per-mettant de classer des camions parmi les VBV2, en limitant le

poids nominal brut de ces véhicules à moins de 1 361 kg3

et enclarifiant la question du pare-brise4. Le règlement proposé vise àharmoniser de nouveau plus étroitement les exigences canadien-nes et américaines. Malgré cet objectif de maintenir l’harmonisa-tion entre les normes de sécurité canadiennes et américaines con-cernant les VBV, certains écarts mineurs sont proposés.

The LSV class was created to allow for the manufacture, im-portation and nation-wide distribution of small, lightweightvehicles that could not meet safety standards appropriate for lar-ger and heavier vehicles. These electrically driven vehicles wereintended for use on short trips for shopping, social and recrea-tional purposes, primarily within retirement or other planned,self-contained communities.

La catégorie des VBV a été créée afin de permettre la fabrica-tion, l’importation et la distribution nationale de petits véhiculeslégers qui ne pouvaient pas respecter les normes de sécuritéconvenant à des véhicules plus gros et plus lourds. Ces véhiculesélectriques devaient servir à de courts trajets, comme le magasi-nage, les activités sociales ou les loisirs, surtout dans les lieux deretraite ou d’autres collectivités autonomes.

Consultations with the provinces and territories with regardto the introduction of LSV into Canada were conducted concur-rently with the development of this new class because the prov-inces and territories are responsible for setting out the require-ments for LSV licensing and use. Provinces and territories maydesignate areas for use of LSV or may otherwise regulate the useof LSV on public roads. The safety risk of introducing this newclass of vehicle was foreseen to be low if LSV were operated inappropriate environments.

En parallèle avec l’établissement de cette nouvelle catégorie, legouvernement du Canada a consulté les provinces et les territoiressur l’introduction des VBV au Canada. Les provinces et les terri-toires sont responsables de l’établissement des conditions d’im-matriculation et d’utilisation de ces véhicules et peuvent désignerles zones d’utilisation de tels véhicules ou réglementer leur circu-lation sur la voie publique. Les risques de l’introduction de cettecatégorie de véhicules pour la sécurité ont été jugés faibles, àcondition que les VBV soient utilisés dans un milieu approprié.

Since there are virtually no safety or other performance re-quirements related to the LSV class, it is important that the vul-nerable character of LSV be clearly stated in the vehicle classdefinition. A clear definition would help the provinces and terri-tories select appropriate requirements for operation of LSV toprotect their drivers and occupants.

Comme il n’y a quasiment aucune exigence de sécurité niaucune autre exigence de rendement s’appliquant aux VBV, ilimporte que la définition de cette classe de véhicules souligneclairement leur vulnérabilité. Une définition claire aiderait lesprovinces et les territoires à choisir des exigences d’applicationappropriées pour protéger les conducteurs et les occupants de cesvéhicules.

The proposed definition of LSV, as specified in subsection 2(1)of the proposed Regulations, clearly describes LSV as a vehicledesigned primarily for operation on streets and roads where lawor an agreement controls access and operation of other classes ofvehicles. Such a definition would express the character of theLSV design without imposing restrictions on decisions regardingvehicle use.

La définition proposée du VBV, telle qu’elle est énoncée au pa-ragraphe 2(1) du règlement proposé, le définit clairement commeun véhicule conçu essentiellement pour rouler dans les rues et surles routes où l’accès et l’usage d’autres catégories de véhiculessont régis par une loi ou un accord. Cette nouvelle définition in-diquerait le caractère de la conception d’un VBV sans restreindreles décisions concernant l’usage d’un tel véhicule.

Consultations with the provinces and territories regarding theproposed new definition brought to light a concern that it is im-portant for a LSV to be identified as a slow-moving vehicle. Toaccomplish this, it is proposed that Canadian safety standard 500be amended to require LSV to be permanently marked with aslow-moving vehicle emblem. Such identification would raiseother road users’ awareness of the vulnerable character of LSVtheir comparatively inferior acceleration and stopping capabili-

ties, and limited top speed of LSV. This requirement is in keepingwith other vehicles that travel at speeds of less than 40 km/h, suchas farm tractors.

Les consultations avec les provinces et les territoires sur cettenouvelle définition ont fait ressortir qu’ils jugeaient importantqu’un VBV soit identifié comme un véhicule lent. Dans ce but, ilest proposé de modifier la norme canadienne de sécurité 500 pourexiger que les VBV soient marqués de manière permanentecomme véhicule lent au moyen d’un panneau indicateur de véhi-cule lent. Grâce à cette exigence, les autres usagers de la routeseraient plus conscients de la vulnérabilité des VBV, de leur ca-

pacité d’accélération et d’arrêt inférieure et de leur vitesse depointe limitée. Cette exigence de signalisation cadrerait avec cellequi s’applique aux autres véhicules roulant à moins de 40 km/h,notamment les tracteurs agricoles.

As the proposed Regulations regarding the mandatory markingof the slow-moving vehicle emblem may require some time formanufacturers to accommodate, this specific requirement wouldcome into force one year after the day on which the proposedRegulations are registered by the Clerk of the Privy Council.

Comme il faudra peut-être du temps aux constructeurs pour sa-tisfaire à l’exigence du panneau indicateur de véhicules lents durèglement proposé, cette exigence particulière entrera en vigueurun an après l’enregistrement du Règlement par le greffier du Con-seil privé.

——— ———2 70 FR 48316 2 70 FR 48316 3 71 FR 20026 3 71 FR 20026 4 68 FR 43964 4 68 FR 43964

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The proposed Regulations reinforce the requirement that LSVnot be modifiable for operation at higher speeds . This objective isaddressed by identifying the power train for the LSV as a deviceoriginally designed to power this kind of vehicle. A vehicleequipped with a device that temporarily limits the vehicle’s per-formance would not be regarded as a LSV.

Le règlement proposé renforcerait l’exigence que les VBV nesoient pas modifiables pour rouler à des vitesses plus élevées. Cetobjectif est atteint par la désignation du groupe motopropulseurdu VBV comme le dispositif conçu initialement pour faire mou-voir un VBV. Les véhicules équipés d’un dispositif qui en limitetemporairement le rendement ne seraient pas considérés commedes VBV.

The proposed Regulations replace the current requirement“produces no emissions” with a new requirement: “does not usefuel as an on-board source of energy.” The current requirementmay be interpreted too narrowly and a vehicle could be disquali-fied as a LSV because of emissions from the vehicle’s tires orvapours escaping from the vehicle batteries.

Le règlement proposé remplacerait la présente exigence, for-mulée par l’expression « il ne produit pas d’émissions », par uneexigence formulée ainsi : « il n’utilise pas de carburant commesource d’énergie à bord ». Comme il est possible de donner uneinterprétation trop stricte de l’exigence actuelle, un véhicule pour-rait être exclu de la catégorie des VBV à cause des émissionss’échappant des pneus ou des vapeurs s’échappant de la batterie.

Alternatives Solutions envisagées

Consideration was given to the options of maintaining thestatus quo, as well as harmonizing further with the United States.

On a étudié les options du maintien du statu quo, ainsi qued’une harmonisation plus poussée avec la réglementation desÉtats-Unis.

Maintaining the status quo would broaden the difference be-tween Canada and the United States in defining a LSV. OperatingLSV without restrictions amongst larger and faster vehicles could

put users of LSV at risk. Also, the current definition under theMVSR does not allow small trucks to be recognized as LSV.

Le maintien du statu quo élargirait l’écart entre les définitionscanadienne et américaine du VBV. Laisser sans restriction lesVBV côtoyer des véhicules plus gros et plus rapides pourrait met-

tre en danger les utilisateurs de VBV. De plus, la définition actuelleen application du RSVA ne permet pas de classer de petits camionsparmi les VBV.

The option recommended is to harmonize with the U.S. stan-dard, with the following exceptions. First, the proposed Regula-tions would support provincial and territorial regulations, whichcurrently require a slow-moving vehicle emblem, thus identifyingslow-moving vehicles and improving road safety. It would alsohelp LSV owners reach compliance with provincial and territorialregulations. Secondly, a device temporarily limiting the vehicle’sperformance would not be allowed, as it could be deactivated.

L’option recommandée vise une harmonisation avec la normedes États-Unis, avec les exceptions qui suivent. Premièrement, lerèglement proposé appuierait les règlements provinciaux et terri-toriaux qui exigent un panneau indicateur de véhicule lent, facili-tant ainsi l’identification des véhicules lents et améliorant la sécu-rité routière. Cela aiderait aussi les propriétaires de VBV à seconformer aux règlements provinciaux et territoriaux. Deuxième-ment, on ne permettrait pas de dispositif limitant temporairement lerendement du véhicule, car il serait possible de le désactiver.

Finally, the distinct principle that an LSV produces no emis-sions would be retained, but would be replaced by a requirementto ensure that a LSV would not use fuel as an on-board source of

energy.

Enfin, on conservera le principe particulier qu’un VBV ne pro-duit pas d’émissions, mais on formulera l’exigence de manière àpréciser qu’il n’utilise pas de carburant comme source d’énergie à

bord. Benefits and costs Avantages et coûts

Because of the winter weather conditions that exist in most ofthe country and the fact that there are a limited number of suitablelocations where the use of LSV is appropriate due to safety rea-sons, LSV are not widely available in Canada.

En raison des conditions hivernales qui existent dans la ma- jeure partie du pays et du fait qu’il y a peu d’endroits où l’uti-lisation d’un VBV est appropriée pour des raisons de sécurité, ladisponibilité des VBV est limitée au Canada.

Aligning the Canadian and U.S. safety standards would allowany particular manufacturer to build one vehicle to be sold in both

jurisdictions. It would also allow manufacturers of small low-speed trucks (e.g. for municipal work crews, airport operators andsmall goods delivery companies) to begin selling them in Canada.This would benefit low-speed vehicle manufacturers by allowingthem to increase the scope of their production for both Canadianand U.S. markets and it would benefit Canadians by allowing

them a choice of small and efficient trucks for use in places suchas military bases, university campuses, parks, retirement com-munities and airports.

L’alignement des normes de sécurité canadiennes et américai-nes permettra aux constructeurs de fabriquer un véhicule pouvantêtre vendu dans les deux pays. Il permettra aussi aux construc-teurs de petits camions à basse vitesse de commencer à en vendreau Canada (par exemple, pour les travaux publics des municipali-tés, les exploitants des aéroports et les entreprises de livraison debiens de petites dimensions). Il profitera aux constructeurs quipourront élargir leur gamme de produits pour les marchés cana-

dien et américain, et il permettra aux Canadiens de tirer avantaged’un éventail de petits camions efficaces pour une utilisation àdes endroits comme les bases militaires, les campus universitai-res, les parcs, les lieux de retraite et les aéroports.

It is anticipated that the Canadian slow-moving vehicle em-blem, which is based on a standard design and uses an inexpen-sive reflector, would not have any negative implications on thecost of LSV imported into Canada or manufactured in Canada forsale here. There is also no anticipated cost increase to the Gov-ernment arising from the implementation and enforcement of theproposed Regulations.

On prévoit que le panneau indicateur de véhicule lent, inspiréd’une conception conventionnelle, sera un réflecteur peu coûteuxn’ayant pas d’incidence négative sur le coût des VBV importés oufabriqués et vendus au Canada. La mise en œuvre et l’applicationdu règlement proposé ne devraient pas non plus entraîner de coûtsadditionnels pour le gouvernement du Canada.

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Strategic environmental assessment Évaluation environnementale stratégique

Under the Government’s Strategic Environmental Assessmentpolicy, a preliminary evaluation of the possible effects of the pro-posed Regulations was carried out. It was determined that theproposed Regulations would have no significant net impact on theenvironment. The replacement of smaller fossil fuel poweredtrucks with LSV trucks would be expected to improve local air

quality, but overall environmental impacts depend on the energysources used to generate the electricity used to recharge the LSVpower pack.

En application de la politique d’évaluation environnementalestratégique du gouvernement du Canada, une évaluation prélimi-naire des effets possibles du règlement proposé a été effectuée. Saconclusion a été que ce dernier n’aurait aucun impact importantsur l’environnement. On pourrait s’attendre à ce que le rempla-cement des plus petits camions utilisant du combustible fossile

par des camions de catégorie VBV améliore localement la qualitéde l’air, mais l’incidence globale sur l’environnement dépendrades sources d’énergie utilisées pour produire l’électricité servant àrecharger le bloc d’alimentation des VBV.

Consultation Consultations

In the process of preparing the proposed Regulations, consulta-tions were conducted with the Audit and Inspection Group ofTransport Canada, the Canadian Council of Motor Transport Ad-ministrators (CCMTA), the Transportation Development Centre(TDC) of Transport Canada, the Canadian Electric Vehicle LTD(CANEV), the Centre d’expérimentation des véhicules électriquesdu Québec (CEVEQ), the Institut du transport avancé du Québec(ITAQ) and directly with two manufacturers and importers ofLSV (“Dynasty” and “ZENN Motor Company”).

Pendant la rédaction du règlement proposé, des consultationsont été menées auprès du Groupe des vérifications et des inspec-tions de Transports Canada, du Conseil canadien des administra-teurs en transport motorisé (CCATM), du Centre de développe-ment des transports (CDT) de Transports Canada, de la CanadianElectric Vehicle LTD (CANEV), du Centre d’expérimentationdes véhicules électriques du Québec (CEVEQ) et de l’Institut dutransport avancé du Québec (ITAQ). On a aussi consulté directe-ment deux constructeurs et importateurs de VBV (Dynasty et laZENN Motor Company).

As members of the CCMTA, provincial/territorial representa-tives requested that performance requirements be added for theLSV class so that occupants would be better protected. Thisproposition has not been retained because adding performancerequirements to Canadian safety standard 500 would result in sig-nificantly different requirements than those of the United States,such that the same vehicles could not be sold in both Canada andthe United States.

À titre de membres du CCATM, des représentants des provin-ces et des territoires ont demandé d’imposer des exigences derendement à la catégorie des VBV pour mieux en protéger lesoccupants. Cette proposition n’a pas été retenue parce que l’ad-

jonction d’exigences de rendement à la norme canadienne de sé-curité 500 l’amènerait à différer considérablement de la normeaméricaine, de sorte qu’il serait impossible de vendre les mêmesvéhicules dans les deux pays.

Further comments provided by the CCMTA resulted inamendments to the proposal to clarify the use of LSV to be inareas where the access and operation of other classes of vehiclesare controlled. Also, at the request of the provinces and territories,the permanent marking of a slow-moving vehicle emblem on

LSV is included in the proposed Regulations. This requirementwould help operators of LSV to conform to provincial and terri-torial requirements.

D’autres commentaires provenant du CCATM ont entraîné desmodifications visant à préciser que les VBV étaient conçus pourrouler dans des endroits où l’accès et l’usage d’autres catégoriesde véhicules sont contrôlés. À la demande des provinces et desterritoires, l’installation permanente d’un panneau indicateur de

véhicule lent sur les VBV fait aussi partie du règlement proposé.Cette exigence aiderait les propriétaires de VBV à se conformeraux exigences provinciales et territoriales.

During consultations, companies and associations promotingLSV noted concern with the portion of the proposed definitionthat clarifies the intended use of LSV. These companies and asso-ciations suggest that they would like to see the LSV available ascommuter vehicles sharing the roads with other classes of vehicles.Neither the Government of Canada nor the provinces and territo-ries that have commented share this point of view. Given the factthat LSV have no safety performance requirements, occupantsafety would be compromised if they were to travel in mixedtraffic with other full-size passenger vehicles.

Lors des consultations, des compagnies et des associations quifont la promotion des VBV ont exprimé des inquiétudes relative-ment à la partie de la définition qui clarifie l’utilisation prévued’un VBV. Elles aimeraient qu’il soit possible de faire la navettedans un VBV sur les mêmes routes que les conducteurs des autrescatégories de véhicules. Ni le gouvernement du Canada, ni lesprovinces et les territoires ayant fait des observations ne partagentce point de vue. Comme les VBV ne sont assujettis à aucune exi-gence de rendement en matière de sécurité, la sécurité de leursoccupants serait compromise si ces véhicules pouvaient rouleravec d’autres véhicules de tourisme de pleine grandeur.

Compliance and enforcement Respect et exécution

Motor vehicle manufacturers and importers are responsible forensuring that their products comply with the requirements of theMVSR. The Department of Transport, Infrastructure and Com-munities monitors self-certification programs of manufacturersand importers by reviewing their test documentation, inspectingvehicles, and testing the compliance of vehicles obtained in theopen market. Also, when the Government of Canada, a manufac-turer or importer identifies a defect, the manufacturer or importermust issue a notice of defect to owners, to anyone who has re-ceived parts for the vehicle and to the Minister of Transport, In-frastructure and Communities. If a vehicle does not comply witha safety standard, the manufacturer or importer is subject to

Il incombe aux constructeurs et aux importateurs de véhiculesautomobiles de s’assurer que leurs produits sont conformes auxexigences du RSVA. Le ministère des Transports, de l’Infrastruc-ture et des Collectivités contrôle les programmes d’autocertifica-tion des constructeurs et des importateurs en examinant leur docu-mentation d’essai, en inspectant des véhicules et en mettant àl’essai des véhicules obtenus sur le marché. Lorsque le gouverne-ment du Canada, le constructeur ou l’importateur constate un dé-faut, le constructeur ou l’importateur doit en donner avis aux pro-priétaires actuels, à toute personne ayant reçu des pièces pour levéhicule ainsi qu’au ministre des Transports, de l’Infrastructure etdes Collectivités. Si un véhicule n’est pas conforme à une norme

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prosecution and, if found guilty, may be fined as prescribed in the Motor Vehicle Safety Act .

de sécurité, le constructeur ou l’importateur est passible de poursuiteet, s’il est reconnu coupable, peut se voir infliger une amende con-formément aux dispositions de la Loi sur la sécurité automobile.

Contact Personne-ressource

Matthew Coons, P.Eng.Senior Regulatory Development Engineer

Road Safety and Motor Vehicle Regulation DirectorateTransport Canada330 Sparks Street, 8th FloorOttawa, OntarioK1A 0N5Telephone: 613-998-1961Fax: 613-990-2913Email: [email protected]

Matthew Coons, ing.Ingénieur principal de l’élaboration de la réglementation

Direction de la sécurité routière et de la réglementationautomobileTransports Canada330, rue Sparks, 8e étageOttawa (Ontario)K1A 0N5Téléphone : 613-998-1961Télécopieur : 613-990-2913Courriel : [email protected]

PROPOSED REGULATORY TEXT PROJET DE RÉGLEMENTATION

Notice is hereby given, pursuant to subsection 11(3) of the Mo-tor Vehicle Safety Act a, that the Governor in Council, pursuant tosection 5b and subsection 11(1) of that Act, proposes to make theannexed Regulations Amending the Motor Vehicle Safety Regula-tions (Low-speed Vehicles).

Avis est donné, conformément au paragraphe 11(3) de la Loisur la sécurité automobilea, que la gouverneure en conseil, envertu de l’article 5b et du paragraphe 11(1) de cette loi, se proposede prendre le Règlement modifiant le Règlement sur la sécuritédes véhicules automobiles (véhicules à basse vitesse), ci-après.

Interested persons may make representations to the Minister ofTransport, Communities and Infrastructure with respect to theproposed Regulations within 60 days after the date of publicationof this notice. All such representations must be in writing and citethe Canada Gazette, Part I, and the date of publication of thisnotice, and be sent to Matthew Coons, Senior Regulatory De-velopment Engineer, Road Safety and Motor Vehicle RegulationDirectorate, Department of Transport, Place de Ville, Tower C,8th Floor, 330 Sparks Street, Ottawa, Ontario K1A 0N5 (tel.:613-998-1961; fax: 613-990-2913; e-mail: [email protected]).

Les intéressés peuvent présenter au ministre des Transports, del’Infrastructure et des Collectivités leurs observations au sujet duprojet de règlement dans les soixante jours suivant la date de pu-blication du présent avis. Ils sont priés d’y citer la Gazette duCanada Partie I, ainsi que la date de publication, et d’envoyer letout à Matthew Coons, ingénieur principal de l’élaboration de laréglementation, Direction générale de la sécurité routière et de laréglementation automobile, ministère des Transports, Place deVille, Tour C, 8e étage, 330, rue Sparks, Ottawa (Ontario) K1A0N5 (tél. : 613-998-1961; téléc. : 613-990-2913; courriel : [email protected]).

Ottawa, December 13, 2007 Ottawa, le 13 décembre 2007

MARY PICHETTE Acting Assistant Clerk of the Privy Council

La greffière adjointe intérimaire du Conseil privé

MARY PICHETTE

REGULATIONS AMENDING THE MOTOR VEHICLESAFETY REGULATIONS (LOW-SPEED VEHICLES)

RÈGLEMENT MODIFIANT LE RÈGLEMENT SUR LASÉCURITÉ DES VÉHICULES AUTOMOBILES

(VÉHICULES À BASSE VITESSE)

AMENDMENTS MODIFICATIONS

1. The definitions “low-speed vehicle”, “motorcycle”, “three-

wheeled vehicle” and “truck” in subsection 2(1) of the MotorVehicle Safety Regulations1 are replaced by the following:“low-speed vehicle” means a vehicle, other than a restricted-use

motorcycle or a vehicle imported temporarily for special pur-poses, that

(a) is designed for use primarily on streets and roads whereaccess and the use of other classes of vehicles are controlledby law or agreement,(b) travels on four wheels,

1. Les définitions de « camion », « motocyclette », « véhicule

à basse vitesse » et « véhicule à trois roues », au paragra-phe 2(1) du Règlement sur la sécurité des véhicules automobi-les1, sont respectivement remplacées par ce qui suit :« camion » Véhicule conçu essentiellement pour le transport de

biens ou d’équipements spécialisés. Sont exclus de la présentedéfinition les véhicules sur chenilles, les remorques, les véhicu-les de travail, les véhicules importés temporairement à des finsspéciales, les véhicules de compétition, les véhicules conçuspour se déplacer exclusivement hors route, les véhicules à troisroues et les véhicules à basse vitesse. (truck )

——— ———a S.C. 1993, c. 16 a L.C. 1993, ch. 16b S.C. 1999, c. 33, s. 351 b L.C. 1999, ch. 33, art. 3511 C.R.C., c. 1038 1 C.R.C., ch. 1038

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(c) is powered by an electric power train (an electric motorand, if present, a transmission) that is designed to allow thevehicle to attain a speed of 32 km/h but not more than40 km/h in a distance of 1.6 km on a paved level surface,(d ) does not use fuel as an on-board source of energy, and(e) has a GVWR of less than 1 361 kg; (véhicule à bassevitesse)

“motorcycle” means a vehicle that is of the subclasses enclosedmotorcycle, open motorcycle, limited-speed motorcycle or mo-tor tricycle, and

(a) is designed to travel on not more than three wheels incontact with the ground,(b) has a minimum wheel rim diameter of 250 mm, and(c) has a minimum wheelbase of 1 016 mm,

but does not include a power-assisted bicycle, a restricted-usemotorcycle, a passenger car, a truck, a multi-purpose passengervehicle, a competition vehicle, a vehicle imported temporarilyfor special purposes or a three-wheeled vehicle; (motocyclette)

“three-wheeled vehicle” means a vehicle, other than a competi-tion vehicle, an antique reproduction vehicle, a motorcycle, arestricted-use motorcycle, a trailer or a vehicle imported tem-

porarily for special purposes, that(a) is designed to travel on three wheels in contact with theground,(b) has no more than four designated seating positions, and(c) has a GVWR of 1 000 kg or less; (véhicule à trois roues)

“truck” means a vehicle designed primarily for the transportationof property or special-purpose equipment, but does not includea competition vehicle, a crawler-mounted vehicle, a three-wheeled vehicle, a trailer, a work vehicle, a vehicle importedtemporarily for special purposes, a vehicle designed for oper-ation exclusively off-road or a low-speed vehicle; (camion)

« motocyclette » Véhicule qui appartient aux sous-catégories mo-tocyclette à vitesse limitée, motocyclette à habitacle fermé, mo-tocyclette sans habitacle fermé ou tricycle à moteur et qui, à lafois :

a) est conçu pour rouler sur au plus trois roues en contactavec le sol;b) a des roues dont le diamètre de jante minimal est de

250 mm;c) a un empattement minimal de 1 016 mm.

Sont exclus de la présente définition les bicyclettes assistées,les motocyclettes à usage restreint, les voitures de tourisme, lescamions, les véhicules de tourisme à usages multiples, les véhi-cules de compétition, les véhicules importés temporairement àdes fins spéciales et les véhicules à trois roues. (motorcycle)

« véhicule à basse vitesse » Véhicule, autre qu’une motocyclette àusage restreint ou un véhicule importé temporairement à desfins spéciales, qui, à la fois :

a) est conçu essentiellement pour rouler dans les rues et surles routes où l’accès et l’usage d’autres catégories de véhicu-les sont régis par la loi ou un accord;b) roule sur quatre roues;

c) est alimenté par un groupe motopropulseur — un moteurélectrique et, s’il y a lieu, une transmission — conçu pourpermettre au véhicule d’atteindre une vitesse de 32 km/hmais d’au plus 40 km/h sur une distance de 1,6 km sur unesurface asphaltée plane;d ) n’utilise aucun carburant comme source d’énergie à borddu véhicule;e) a un PNBV inférieur à 1 361 kg. (low-speed vehicle)

« véhicule à trois roues » Véhicule, autre qu’un véhicule de com-pétition, une réplique d’ancien modèle, une motocyclette, unemotocyclette à usage restreint, une remorque ou un véhiculeimporté temporairement à des fins spéciales, qui, à la fois :

a) est conçu pour rouler sur trois roues en contact avec lesol;b) a au plus quatre places assises désignées;c) a un PNBV d’au plus 1 000 kg. (three-wheeled vehicle)

2. Item 205 of Schedule III to the Regulations is replaced bythe following:

2. L’article 205 de l’annexe III du même règlement estremplacé par ce qui suit :

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C o l u m n I

C o l u m n I I

C o l u m n I I I

C l a s s e s o f V e h i c l e s

M o t o r c y c l e

I t e m

( C M V S S )

D e s c r i p t i o n

B u s

E n c l o s e d

M o

t o r -

c y c

l e

O p e n

M o t o r -

c y c l e

L i m i t e d -

s p e e d

M o t o r -

c y c l e

M o t o r -

T r i c y c l e

R e s

t r i c t e d -

u s e

M o t o r -

c y c l e

M u l t i -

p u r p o s e

P a s s e n g e r

V e h i c l e

P a s s e n g e r

C a r

S n o w -

m o b i l e

S n o w -

m o b

i l e

C u t t e r

T r a i l e r

T r a i l e r

C o n v e r t e r

D o l l y

T r u c k

V e h i c l e

I m p o r t e d

T e m p o r a r i l y

f o r S p e c i a l

P u r p o s e s

L o w -

s p e e d

V e h i c l e

T h r e e -

w h e e l e d

V e h i c l e

2 0 5

G l a z i n g

M a t e r i a l s

X

X

X

X

X

X

X

X

X

X

X

C o l o n n e I

C o l o n n e I I

C o l o n n e I I I

C a t é g o r i e d e v é h i c u l e s

M o t o c y c l e t t e

A r t i c l e

( N S V A C )

D e s c r i p t i o n

A u t o b u s C

a m i o n

M o t o -

c y c l e t t e

à

h a b i t a c l e

f e r m é

M o t o -

c y c l e t t e

s a n s

h a b i t a c l e

f e r m é

M o t o -

c y c l e t t e

à v i t e s s e

l i m i t é e

T r i c y c

l e à

m o t e u

r

M o t o -

c y c l e t t e

à

u s a g e

r e s t r e i n t

M o t o -

n e i g e

T r a î n e a u d e

m o t o n e i g e

C h a r i o t

d e

c o n v e r s i o

n

R e m o r q u e

V é h i c u l e

d e

t o u r i s m e

à u s a g e s

m u l t i p l e s

V o i t u r e

d e

t o u r i s m e

V é h i c u l e

i m p o r t é

t e m p o -

r a i r e m e n t

à d e s f i n s

s p é c i a l e s

V é h i c u l e

à b a s s e

v i t e s s e

V é h i c u l e

à t r o i s

r o u e s

2 0 5

V i t r a g e s

X

X

X

X

X

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X

X

X

X

X


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3. Subsection 500(4) of Schedule IV to the Regulations isreplaced by the following:

3. Le paragraphe 500(4) de l’annexe IV du même règlementest remplacé par ce qui suit :

(4) Every low-speed vehicle shall be permanently marked witha slow-moving vehicle identification emblem (SMV emblem) thatconforms to section 6 of American National Standard Slow Mov-ing Vehicle Identification Emblem (SMV Emblem), ANSI/ASAES276.6, published in January 2005 by the American Society of

Agricultural Engineers.

(4) Tout véhicule à basse vitesse doit être marqué de façon per-manente d’un panneau indicateur de véhicule lent qui est confor-me à l’article 6 de l’American National Standard ANSI/ASAES276.6, intitulée Slow Moving Vehicle Identification Emblem(SMV Emblem) et publiée en janvier 2005 par l’American Society

of Agricultural Engineers.(5) However, section 6 of ANSI/ASAE S276.6 is modified as

follows:(a) the dimensions of the SMV emblem may be greater thanthose specified in Figure 1 as long as each dimension is in-creased so that it has the same relation to the other dimensionsas the dimensions specified in the Figure have to each other;and(b) the recommendation in paragraph 6.2.6 is mandatory.

(5) Toutefois, l’article 6 de la norme ANSI/ASAE S276.6 estmodifié de la façon suivante :

a) les dimensions du panneau peuvent dépasser celles qui ysont indiquées à la figure 1 si elle sont augmentées proportion-nellement pour qu’elles gardent entre elles le même rapport quecelui des dimensions indiquées à la figure;b) la recommandation figurant au paragraphe 6.2.6 est de forceobligatoire.

(6) The SMV emblem shall be mounted in accordance withparagraphs 7.1.1 and 7.1.2 of ANSI/ASAE S276.6. It shall bemounted on the centreline or as near to the left of the centreline ofthe vehicle as practicable, not less than 500 mm but not more than1 500 mm above the surface of the roadway.

(6) Le panneau doit être installé conformément aux paragra-phes 7.1.1 et 7.1.2 de la norme ANSI/ASAE S276.6. Il doit êtreinstallé dans l’axe du véhicule ou le plus près possible de cet axe,à gauche, à au moins 500 mm mais à au plus 1500 mm de lachaussée.

(7) The SMV emblem shall be affixed so that the view of theemblem is not obscured or obstructed by any part of the vehicleor any attachment designed for the vehicle.

(7) Le panneau doit être apposé de sorte qu’il ne soit ni masquéni obstrué par une partie du véhicule ou une pièce conçue pour yêtre attachée.

(8) This section expires on January 1, 2010. (8) Le présent article cesse d’avoir effet le 1er janvier 2010.

COMING INTO FORCE ENTRÉE EN VIGUEUR

4. (1) These Regulations, except section 3, come into forceon the day on which they are registered.

4. (1) Le présent règlement, à l’exception de l’article 3, en-tre en vigueur à la date de son enregistrement.

(2) Section 3 comes into force one year after the day onwhich these Regulations are registered.

(2) L’article 3 entre en vigueur un an suivant la date de l’en-registrement du présent règlement.

[51-1-o] [51-1-o]

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63 FR 33913, June 17, 1998

DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration

49 CFR Part 571[Docket No. NHTSA 98-3949]

RIN 2127-AG58Federal Motor Vehicle Safety Standards

AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.

ACTION: Final rule

SUMMARY: This final rule responds to a growing public interest in using golf cars (1) and other similar-sized, 4-wheeled vehicles tomake short trips for shopping, social and recreational purposes primarily within retirement or other planned communities with golfcourses. These passenger-carrying vehicles, although low-speed, offer a variety of advantages, including comparatively low-cost andenergy-efficient mobility. Further, many of these vehicles are electric-powered. The use of these vehicles, instead of larger, gasoline-powered vehicles like passenger cars, provides quieter transportation that does not pollute the air of the communities in which theyare operated.

Currently, there is a growing conflict between state and local laws, on the one hand, and Federal law, on the other, in the treatment of

these small vehicles. That conflict unnecessarily restricts the ability of vehicle manufacturers to produce and sell, and the ability ofconsumers to purchase, these vehicles. In recent years, a growing number of states from California to Florida have passed legislationauthorizing their local jurisdictions to permit general on-road use of "golf carts," subject to speed and/or operational limitations. Amajority of those states condition such broad use upon the vehicles' having specified safety equipment. Further, some of these stateshave opened the way for the use of vehicles that are faster than almost all golf cars. Most conventional golf cars, as originallymanufactured, have a top speed of less than 15 miles per hour. These states have either redefined "golf carts" to include vehiclesdesigned to achieve up to 25 miles per hour or have established a new class of vehicles, "neighborhood electric vehicles," alsodefined as capable of achieving 25 miles per hour.

Under current NHTSA interpretations and regulations, so long as golf cars and other similar vehicles are incapable of exceeding 20miles per hour, they are subject to only state and local requirements regarding safety equipment. However, if these vehicles areoriginally manufactured so that they can go faster than 20 miles per hour, they are treated as motor vehicles under Federal law.Similarly, if golf cars are modified after original manufacture so that they can achieve 20 or more miles per hour, they too are treatedas motor vehicles. Further, as motor vehicles, they are currently classified as passenger cars and must comply with the Federal motor

vehicle safety standards for that vehicle type. This creates a conflict with the state and local laws because compliance with the fullrange of those standards is not feasible for these small vehicles.

To resolve this conflict, and to permit the manufacture and sale of small, 4-wheeled motor vehicles with top speeds of 20 to 25 milesper hour, this final rule reclassifies these small passenger-carrying vehicles. Instead of being classified as passenger cars, they arenow being classified as "low-speed vehicles." Since conventional golf cars, as presently manufactured, have a top speed of less than20 miles per hour, they are not included in that classification.

As low-speed vehicles, these 20 to 25 mile-per-hour vehicles are subject to a new Federal Motor Vehicle Safety Standard No. 500 (49CFR 571.500) established by this final rule. The agency notes that the growing on-road use of golf cars has already resulted in somedeaths and serious injuries, and believes that the new standard is needed to address the effects in crashes of the higher speed oflow-speed vehicles. The standard requires low-speed vehicles to be equipped with headlamps, stop lamps, turn signal lamps,taillamps, reflex reflectors, parking brakes, rearview mirrors, windshields, seat belts, and vehicle identification numbers. The agencybelieves that these requirements appropriately address the safety of low-speed vehicle occupants and other roadway users, given the

sub-25 mph speed capability of these vehicles and the controlled environments in which they operate.

This rulemaking proceeding was initiated in response to a request by Bombardier, Inc., that the agency make regulatory changes topermit the introduction of a new class of 4-wheeled, passenger-carrying vehicle that is small, relatively slow-moving, and low-cost.

DATES: The final rule is effective upon its publication in the Federal Register. Petitions for reconsideration must be filed not later than[45 days after publication of the final rule].

Incorporation by reference of the materials listed in this document is approved by the Director of the Federal Register and is effectiveupon publication in the Federal Register.

ANNEXE

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ADDRESSES: Petitions for reconsideration should refer to the Docket number and be submitted to Docket Management, PL-401, 4007th Street, SW, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT:

For technical issues: Stephen R. Kratzke, Office of Crash Avoidance Standards, NHTSA, Room 5307, 400 7th Street, SW,Washington, DC 20590 (telephone 202-366-4931; fax 202-366-4329).

For legal issues: Taylor Vinson, Office of Chief Counsel, NHTSA, Room 5219, 400 7th Street, SW, Washington, DC 20590(telephone 202-366-5263; fax 202-366-3820).

SUPPLEMENTARY INFORMATION:

Table of Contents

Glossary

I. Executive Summary

A. The Final Rule

B. Comparison of Notice of Proposed Rulemaking and Final Rule

II. Background

A.

Introduction; Sub-25 MPH Vehicles and the Traditional Interpretation of "Motor Vehicles"

B. 1996 Request for Regulatory Relief

C. Pre-Rulemaking Study and 1996 Public Meetings

D. Regulatory Options Considered

E. 1997 Notice of Proposed Rulemaking

F. Summary of Comments on Notice of Proposed Rulemaking

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1. State and Local Officials; Ut ilities

2. Manufacturers and Dealers of Golf Cars and Neighborhood Electric Vehicles

3. Advocacy Organizations

4. Other Commenters

G. Post-Comment Period Comments and Information

1. Manufacturers and Dealers of Golf Cars; Members of Congress

2. Other Sources

III. Final Rule and Resolution of Key Issues

A. Summary

B. Authority and Safety Need for this Final Rule

1. Low-Speed Vehicles are Motor Vehicles

a. Speed-modified Golf Cars Are Motor Vehicles

b.

Neighborhood Electric Vehicles Are Motor Vehicles

2. The Agency Has Authority to Regulate Anticipated as well as Current Safety Problems

3. Issuance of this Rule Appropriately Addresses an Anticipated Safety Problem

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a. Crash Data Show a Limited Safety Problem Involving the On-road Use of Fleet and PersonalGolf Cars

b. The States Have Adopted Laws Requiring Safety Equipment on Fleet and Personal Golf CarsUsed on Public Roads

c. There is a Similar, But Greater Anticipated Safety Problem Involving Low-Speed Vehicles

d. This Rule Requires Safety Equipment on Low Speed Vehicles Consistent with TheirCharacteristics and Operating Environment

4. The Agency Has Appropriately Considered the Experience of Foreign Small Vehicles

C. Safety Engineering Issues

1. Speed Range of Motor Vehicles Subject to this Standard

a. Minimum Threshold of 20 Miles per Hour

b. Upper Limit of 25 Miles per Hour

2. Seat Belts

3. Windshields

4. VINs, Horn, and Warning Label

5. Other Areas of Safety Performance; Future Considerations

D. Compliance with Other Statutory Requirements Relating to Safety and With Federal Statutes Regulating Non-Safety Aspects of Motor Vehicles

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1. Other Statutory Requirements Relating to Safety

2. Federal Statutes Regulating Non-Safety Aspects of Motor Vehicles

a. Theft

b. Content Labeling

c. Corporate Average Fuel Economy

d.

Bumper Standards

IV. Effective Date

V. Rulemaking Analyses and Notices

Regulatory Text

I. Glossary

Since some of the groups of vehicles discussed in this final rule may be unfamiliar to many readers, the agency has listed and definedthem below. In addition, it has shown their relationship to each other in the graph following the list.

"Sub-25 mph vehicle" means any 4-wheeled vehicle whose top speed is not greater than 25 miles per hour. This group includes all ofthe vehicles in the other groups below, except those speed-modified golf cars whose top speed is greater than 25 miles per hour.

"Conventional golf car" means either a fleet golf car or a personal golf car.

A. "Fleet golf car" means a golf car used solely to carry one or more people and golf equipment to play golf. These are sold togolf courses.

B. "Personal golf car" means a golf car used to carry one or more people and may carry golf equipment to play golf. These aresold to individual people who may use them to travel on public roads to and from golf courses and to play golf, to travel on

public roads on purposes unrelated to golf, or for all of these purposes.

"Speed-modified golf car" means a conventional golf car that was modified, after its original manufacture, so as to increaseits speed. While some speed-modified golf cars have a top speed of 20 to 25 miles per hour, others have a higher topspeed. That modification may currently be accompanied by the addition of safety equipment required for the on-road use ofthe golf car.

"Neighborhood electric vehicle" means any 4-wheeled electric vehicle whose top speed is not greater than 25 miles perhour. Some of these vehicles look more like a passenger car than a conventional golf car.

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"Low-speed vehicle" means any 4-wheeled motor vehicle whose top speed is greater than 20 miles per hour, but not greaterthan 25 miles per hour. This group includes neighborhood electric vehicles, and speed-modified golf cars, whose top speedis greater than 20 miles per hour, but not greater than 25 miles per hour.

II. Executive Summary

A. The Final Rule

Since 1966, NHTSA has been directed by the National Traffic and Motor Vehicle Safety Act ("Vehicle Safety Act") (nowcodified as 49 U.S.C. Chapter 301) to issue Federal motor vehicle safety standards (FMVSSs) for motor vehicles and to

ensure that those standards are appropriate for each class of motor vehicle to which they apply. 49 U.S.C. 30111(a) and(b)(3). As the vehicles within a class evolve in design or use or as the size of a class changes substantially relative to thesizes of other classes, the standards applicable to that class typically must evolve to keep pace with changing safety needsand priorities. For example, the substantial increase in the number of passenger vans and other types of light trucks andmultipurpose passenger vehicles (and the increase in the personal use of these vehicles) in the 1980's led the agency toextend the requirements for passenger cars to those classes of vehicles. More recently, the increasing size and prevalenceof sport utility vehicles has led the agency to examine the compatibility of those vehicles and smaller vehicles and reviewthe standards applicable to those vehicles. Similarly, the appearance of new vehicles, such as electric vehicles andcompressed natural gas vehicles, has made it necessary for the agency to issue new requirements tailored to the particularanticipated safety issues associated with those vehicles.

This rulemaking involves another instance in which the agency is called upon to adjust its standards to reflect changes inthe vehicle population. Transportation needs are changing as the number of retirement and other planned communitiesgrow. These communities are particularly numerous in the southern tier or Sunbelt states such as California, Arizona, and

Florida.(2) Many residents within these communities do not need or want a conventional motor vehicle like a passenger carto make short trips to visit friends, to run errands, or, if they are golfers, to go to the golf course. They prefer to use asmaller, 4-wheeled vehicle with limited-speed capability, such as a golf car, that is less costly and, if electric, emission free.

For years, a common practice among those relatively few states then permitting on-road use of golf cars was to allow suchuse only within a specified distance (generally ranging from ½ mile to 2 miles) from a golf course. "Golf carts" were definedby several of the states as having a top speed of 15 miles per hour or less.

In recent years, however, a growing number of states from California to Florida have passed legislation eliminating orestablishing exceptions to the requirement that the on-road use of golf cars be in the vicinity of a golf course and authorizingtheir local jurisdictions to permit general on-road use of "golf carts," subject to speed and/or operational limitations.(3) Nine ofthe 12 states now authorizing general on-road use condition such broader use upon the golf cars' meeting requirements forsafety equipment. In all, 16 states(4) now have laws authorizing their local governments to permit golf cars either to be usedgenerally on public streets designated by local governments (12 states) or within the vicinity of golf courses or a person'sresidence (4 states).

Further, three states have changed their laws to reflect the existence of sub-25 mph vehicles that are faster than almost allgolf cars. They have either replaced an old statutory provision defining "golf carts" as having a top speed up to 15 miles perhour with a new one defining them as having a top speed up to 25 miles per hour (5) or have added a new class of vehicles,"neighborhood electric vehicles," also capable of achieving 25 miles per hour.(6)

In addition to meeting a transportation need of these communities, sub-25 mph vehicles also help them meet some of theirenvironmental goals. These vehicles are energy-efficient. Further, many of them are battery-powered, and thus emissionfree and quiet. To the extent that emission-free vehicles replace conventional vehicles powered by internal combustionengines, they help state and local officials in meeting ambient air quality standards under the Clean Air Act. For example,the City of Palm Desert, California, estimates that it has achieved an emissions reduction of 16 tons of carbon monoxideannually since implementing its program allowing golf cars to use the public streets. Further, as noted by the Economic

Development Department of Arizona Public Service, the state's largest utility company, the use of electric vehicles alsoproduces reductions in emissions of hydrocarbons, nitrogen oxide, and carbon dioxide.

There is currently a Federal regulatory barrier to the manufacture and sale of a segment of the sub-25 mph vehicle group.Under longstanding agency interpretations, vehicles used on public roads are regarded by this agency as "motor vehicles"within the meaning of the Vehicle Safety Act if they have a top speed greater than 20 miles per hour. If sub-25 mphpassenger-carrying vehicles have a top speed exceeding 20 miles per hour, they are classified in the same manner asmuch faster and larger motor vehicles (i.e., as passenger cars). Further, they are subject to the same FMVSSs developed tomeet the particular safety needs of passenger cars. Since the application of these FMVSSs to these sub-25 mphpassenger-carrying vehicles would necessitate the addition of a considerable about of structure, weight and cost, suchapplication appears to preclude their production and sale. In addition, given the limited-speed capability and relatively

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controlled operating environments of these vehicles, it does not currently appear necessary from a safety standpoint todesign them to meet the full range of passenger car FMVSSs, especially those incorporating dynamic crash requirements.

This rulemaking eliminates the conflict between the state and local laws, on the one hand, and the Federal requirements, onthe other, by removing these sub-25 mph vehicles with a top speed range of 20 to 25 miles per hour from the passenger carclass of motor vehicles and placing them in a new class subject to its own set of safety requirements. (7) As noted above inthe summary section, the new class is called low-speed vehicles (LSV). LSVs include any 4-wheeled vehicle, other than atruck, with a maximum speed greater than 20 miles per hour, but not greater than 25 miles per hour.

There are currently two types of vehicles that will qualify as LSVs. One type is the golf car. All conventional golf cars, as

now originally manufactured, have a top speed of less than 20 miles per hour, and thus, do not meet the speed capabilitythreshold for LSVs. However, some conventional golf cars are modified so that to go more than 20 miles per hour. Thosespeed-modified golf cars whose top speed is between 20 and 25 miles per hour qualify as LSVs. Similarly, there is a verysmall number of originally manufactured custom golf cars that are not modified conventional golf cars and that have a topspeed above 20 miles per hour. Some of them look very much like passenger cars. Those custom golf cars with a top speedbetween 20 and 25 miles per hour qualify as LSVs.

The other vehicles that will qualify as an LSV are so-called "Neighborhood Electric Vehicles" or "NEVs." Current NEVs arebigger and heavier, and have more superstructure than golf cars. Further, as originally manufactured, current NEVs havetop speeds of 25 miles per hour. However, like golf cars, they do not have doors, and thus have neither heating systems norair conditioners.

LSVs will be subject to a new FMVSS, Standard No. 500, Low-Speed Vehicles, established by this final rule. This standardis being issued in recognition of the fact that the growing on-road use of golf cars has already resulted in some deaths and

serious injuries. The agency has information indicating that there were 16 deaths of golf car occupants on the public roadsfrom 1993 to 1997. The standard's requirements are based primarily upon a regulation that the City of Palm Desert,California, established in 1993 for golf car owners seeking to register their golf cars for use on the city's streets. The newFMVSS requires LSVs to be equipped with basic items of safety equipment: headlamps, stop lamps, turn signal lamps,taillamps, reflex reflectors, parking brake, windshields of either type AS-1 or type AS-5 glazing, rearview mirrors, seat beltsand vehicle identification numbers (VINs).

In view of the uncertainty among commenters about compliance responsibilities under Standard No. 500, the agency wantsto clarify the responsibilities of each group of interested parties.(8)

o Manufacturers of conventional golf cars. Golf car manufacturers have no compliance responsibilities so long asthey continue their current practice of limiting the top speed of their golf cars, as originally manufactured, to lessthan 20 miles per hour.

o Manufacturers of custom golf cars. Manufacturers of custom golf cars are subject to Standard No. 500 if the topspeed of their vehicles is between 20 and 25 miles per hour and to the FMVSSs for passenger cars if their topspeed is above 25 miles per hour.

o Dealers and other commercial entities that modify golf cars. If dealers and other commercial entities modifyconventional golf cars so that their top speed is increased to between 20 and 25 mi les per hour, those dealers andentities must conform the modified golf cars to Standard No. 500 and certify their compliance with that standard.This requirement covers all golf cars modified on or after the effective date of Standard No. 500, regardless ofwhen the golf car was originally manufactured.

o Manufacturers of NEVs. Any manufacturer of a NEV whose top speed is between 20 and 25 miles per hour mustensure that the vehicle complies with Standard No. 500 and certify its compliance with that standard. Thisrequirement covers all new NEVs manufactured on or after the effective date of Standard No. 500.

In response to concerns expressed by several commenters, NHTSA wishes to address several matters concerning theeffect that issuing Standard No. 500 has on state and local laws. First, as noted in the NPRM, this final rule does not alterthe ability of states and local governments to decide for themselves whether to permit on-road use of golf cars and LSVs.

Second, state and local governments may supplement Standard No. 500 in some respects. They may do so by requiring theinstallation of and regulate the performance of safety equipment not required by the standard. However, the states and localgovernments may not specify performance requirements for the safety equipment that is required by the standard. Theagency tentatively decided in the NPRM that LSV manufacturers need not comply with requirements regulating theperformance of any items of equipment (except seat belts) required by the standard. Seat belts are required to meetStandard No. 209, Seat belt assemblies. The agency is making that decision final in this rule.

Third, the agency notes that the issuance of Standard No. 500 does not require current owners of speed-modified golf carshaving a top speed between 20 to 25 miles per hour to retrofit them with the equipment specified in the standard. Thedecision whether to require retrofitting of golf cars that are already on the road remains in the domain of state and local law.

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Those greater forces make it necessary to require that LSVs be equipped with more safety features than the states andtheir local jurisdictions currently require for conventional golf cars used on-road. Most important, it makes it necessary torequire seats belts. Seat belts can prevent LSV occupants from falling out during abrupt maneuvers and prevent or reducetheir ejection during crashes.

Finally, vehicles with "work performing equipment" (i.e., certain trucks) would have been LSVs under the proposal, althoughnot required to meet Standard No. 500. Under the final rule, these vehicles are no longer included LSVs and must continueto meet truck FMVSSs. This change is consistent with the rationale of this rulemaking, which is to eliminate a regulatoryconflict involving passenger -carrying vehicles. Further, NHTSA concludes that the truck FMVSSs remain appropriate fortrucks with a speed capability between 20 and 25 miles per hour and that these standards have not inhibited their

introduction in the past.

III. Background

A. Introduction; Sub-25 MPH Vehic les and the Traditional Interpretation of "Motor Vehicles"

Title 49 U.S.C. Chapter 301 grants NHTSA regulatory authority over "motor vehicles." All "motor vehicles" are subject to theFederal motor vehicle safety standards promulgated by NHTSA pursuant to 49 U.S.C. 30111, and to the notification andremedy provisions of 49 U.S.C. 30118-30121. A "motor vehicle" is a vehicle "manufactured primarily for use on the publicstreets, roads, and highways" 49 U.S.C. 30102(a)(6). The agency's interpretations of this term have centered around themeaning of the word "primarily." The agency has generally interpreted the term to mean that a significant portion of avehicle's use must be on the public roads in order for the vehicle to be considered to be a motor vehicle.

NHTSA's principal interpretation of the definition of "motor vehicle" dates from 1969, and addressed the status of mini-bikes.NHTSA said that it would initially defer to the manufacturer's judgment that a vehicle was not a "motor vehicle." However,the agency said, the decision and subjective state of mind of the manufacturer ". . . . cannot be conclusive . . . ." NHTSAsaid that to resolve the question of whether a particular vehicle is a motor vehicle, it would

invoke the familiar principle that the purpose for which an act, such as the production of a vehicle, is undertaken may bediscerned from the actor's conduct in the light of the surrounding circumstances. Thus, if a vehicle is operationally capableof being used on public thoroughfares, and if in fact, a substantial proportion of the consumer public actually uses [it] in thatway, it is a "motor vehicle" without regard to the manufacturer's intent, however manifested. In such a case, it would beincumbent upon a manufacturer of such a vehicle either to alter the vehicle's design, configuration, and equipment to renderit unsuitable for on-road use or, by compliance with applicable motor vehicle safety standards, to render the vehicle safe foruse on public streets, roads, and highways.

(October 3, 1969; 34 F.R. 15147)

To resolve borderline cases, NHTSA set forth criteria that it said it would employ in determining whether a particular vehicleis a "motor vehicle." The agency stated:

[p]erhaps the most important of these [criteria] is whether state and local laws permit the vehicle in question to be used andregistered for use on public highways. The nature of the manufacturer's promotional and marketing activities is alsoevidence of the use for which the vehicle is manufactured.

Noting the comparative rarity of mini-bike use on public streets, and that the registration of mini-bikes for use on publicstreets was precluded by laws of most jurisdictions unless they were equipped with Standard No.108-type lighting devices,NHTSA said it would not consider mini-bikes to be "motor vehicles" if their manufacturers met the following criteria:

(1) Do not equip them with devices and accessories that render them lawful for use and registration for use on publichighways under state and local laws;

(2) Do not otherwise participate or assist in making the vehicles lawful for operation on public roads (as by furnishingcertificates of origin or other title document, unless those documents contain a statement that the vehicle was notmanufactured for use on public streets, roads, or highways);

(3) Do not advertise or promote them as vehicles suitable for use on public roads;

(4) Do not generally market them through retail dealers of motor vehicles; and

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(5) Affix to the mini-bikes a notice stating in substance that the vehicles were not manufactured for use on public streets,roads, or highways and warning operators against such use.

The agency's interpretations since 1969 have added new elements to the mini-bike criteria for determining whether vehiclescapable of on-road use are "motor vehicles." The most important exclude vehicles that have "abnormal" configurations anda top speed of 20 miles per hour or less. As an example, NHTSA informed Trans2 Corporation in 1994 that its "low-speedelectric vehicle" intended for use in residential communities, university campuses, and industrial complexes was not a"motor vehicle" because it had a top speed of 20 mph and unusual body features that made it readily distinguishable from"motor vehicles." These features included an oval-shaped passenger compartment, taillamps built into headrests, and aconfiguration the approximate size and height of a golf cart. On the other hand, in 1995, NHTSA informed Goodlife Motors

Corporation that its "super golf car" was a motor vehicle because it had a top speed of 29 mph and its configurationresembled that of a prototype Volkswagen passenger car.

B. 1996 Request for Regulatory Relief

In the spring of 1996, Bombardier, Inc., asked NHTSA to make regulatory changes to permit the introduction of a new classof 4-wheeled vehicle that is small, relatively slow-moving, and low-cost. The company had identified retirement communitiesin the Sunbelt states as likely prospects for a NEV that it was developing. Bombardier's NEV is a two-passenger vehicle,closed at the top but open at the sides, intended for use on city streets at speeds up to 25 miles per hour. It looks very muchlike a very small passenger car. The Bombardier NEV will be available with a "low speed golf mode" option that reduces thevehicle's maximum speed to 15 miles per hour when the ignition key is turned from "D"(rive) to "G"(olf). However, becauseBombardier's NEV would have been classified as a passenger car under the agency's existing interpretations andregulations and because its NEV could not meet the FMVSSs for passenger cars, Bombardier could not offer its smallvehicle for sale in the United States.

Accordingly, Bombardier asked the agency to change its longstanding interpretations of what constitutes a motor vehicle asthey apply to 4-wheeled vehicles. Under those interpretations, vehicles that were used on-road, but that had a distinctiveconfiguration setting them apart from the normal traffic flow and that were not capable of exceeding 20 miles per hour, werenot regarded as motor vehicles. The company asked that the maximum speed threshold used in the agency'sinterpretations be increased from 20 miles to 25 miles per hour. Bombardier stated that limiting the top speed of its NEV to20 miles per hour would compromise the ability of the NEV to maneuver in traffic on public streets where it would beoperating in a mix with larger and faster vehicles, and limit the marketability of the NEV. Accordingly, it sought a revision ofthe NHTSA interpretation instead.

C. Pre-rulemaking Study and 1996 Public Meetings

Since the use of sub-25 mph vehicles on public roads was a relatively new phenomenon, NHTSA took special steps toacquire information regarding such use. First, the agency commenced a survey of state laws regarding the use of golf carson public roads. NHTSA found that the statutes of various states, e.g., California, Arizona, and Florida, gave localgovernments the authority to allow the use of "golf carts" on public streets. California has authorized all of its cities andcounties to establish a Golf Cart Transportation Plan area in which golf carts are permitted to operate on "golf cart lanes,"defined as "roadways . . . shared with pedestrians, bicyclists, and other motorists in the plan area." Each plan must includeminimum design criteria for safety features on golf carts as well. Arizona provides for registration of both NEVs and golfcars, each of which is defined as a vehicle with a maximum speed of not more than 25 miles per hour, and forbids NEVsfrom being driven on public roads with posted speed limits higher than 35 miles per hour. Florida has no speed restrictionsfor golf cars, but requires them to be equipped with "efficient brakes, reliable steering apparatus, safe tires, a rearviewmirror, and red reflectorized warning devices in both the front and rear." That state permits operation of golf cars on countyroads which have been designated by a county for use by golf cars, or on city streets which have been so designated by acity. Golf cars cannot be operated during the hours between sunset and sunrise under California and Florida law, exceptthat local entities may allow nighttime use of golf cars equipped with headlamps, taillamps and stop lamps.

NHTSA decided to study the California statutes in detail because that state appeared to have the most extensiverequirements concerning the on-road safety of golf cars. In 1992, California amended its Streets and Highway Code("CSHC") to authorize the City of Palm Desert to establish a Golf Cart Transportation Pilot Program (CSHC Secs. 1930-37),and later adopted amendments to giving similar authority to any city or county in California. As noted above, this legislationallows local jurisdictions to establish a Golf Cart Transportation Plan area in which golf cars are permitted to operate on "golfcart lanes", defined as "roadways . . . shared with pedestrians, bicyclists, and other motorists in the plan area" (CSHC1951). Each plan must include minimum design criteria for safety features on golf cars as well (CSHC 1961).

A plan under the California law must also include a permit process for golf cars to ensure that they meet the minimumdesign criteria (CSHC 1961). At that time, those criteria were required to include seat belts.(16) Also, the California lawrequires an operator to have a valid California driver's license and carry a minimum amount of insurance.

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In addition, the law requires a plan to allow only golf cars equipped with the requisite safety equipment to be operated on"separated golf cart lanes" identified in the plan. Lane striping on the pavement surface is sufficient for a lane to qualify as a"separated golf cart lane."

Pursuant to this law, the City of Palm Desert drew up and implemented a golf car transportation plan. As required by thenexisting state law, the plan included a requirement for seat belts. NHTSA has been informed by the City of Palm Desert thatthis plan will cover NEVs as well as golf cars.

Under that plan, there are three classes of golf car facilities:

o

A "Class I Golf Cart Path," completely separated from public roads, for use by golf cars and bicycles only.o A "Class II Golf Cart Lane," marked on public roads with posted speed limits up to 45 miles per hour (the separate

lane is designated by striping), for use by golf cars and bicycles only.o A "Class III Golf Cart Route," i.e., public roads with speed limits of 25 miles per hour or less (the route is identified

by placing Golf Cart Route signs along roadways). They are for shared use by golf cars and automobile traffic

To gather further information, NHTSA held a public meeting on July 18, 1996, in the City of Palm Desert, attended by state,county, and city officials from both California and Arizona, golf car manufacturers, owners, a dealer, and two NEVmanufacturers.

Fourteen commenters spoke at the meeting, all expressing support for the use of small, 4-wheeled electric vehicles on citystreets because of environmental enhancement, consumer benefits, and a good safety record.

The first speaker was Roy Wilson, representing the fourth district of the Riverside County Board of Supervisors, a memberof the governing board of the South Coast Air Quality Management District and a member of the Riverside CountyTransportation Commission. He asked for NHTSA's "approval in allowing Neighborhood Electric Vehicles and other slow-moving vehicles to operate on public roadways and to increase the maximum speed limit to 25 miles an hour." SupervisorWilson advised the panel that "you have a unique opportunity to provide leadership in an area of public policy which hasboth transportation and air quality ramifications and which directly addresses the lifestyle of our growing senior population."With respect to the golf car program, which was established when he was a member of the City of Palm Desert Council,Supervisor Wilson stated that

it has reduced congestion on city streets, provided affordable user friendly alternatives to transportation needs, and basedon this experience as well as those in areas -- programs that are similar in areas like Davis [California]; Sun City, Arizonaand Lady Lake, Florida, I believe this program has t remendous potential.

Supervisor Wilson stated that favorable action by NHTSA

would expand the pool of electric vehicles which . . . from an environmental, primarily air quality perspective, . . . are alsoextremely beneficial. They do not emit toxins including carbon monoxide into the air.

He was followed by Ramon Diaz, the city manager of the City of Palm Desert. Mr. Diaz told the panel that "the golf cartprogram has been very successful . . . Areas of the city that are being annexed in are asking us, 'When can we have ourgolf cart lanes? When can we begin driving our golf carts?'"

The next commenter, Commander Steven Bloomquist of the Palm Desert Section, Riverside Sheriff's Office, spoke "from alaw enforcement perspective." Initially, there were

concerns about the mixing of slower moving vehicles with faster moving vehicles and also the size difference, mentioningthe physics of the speed difference between golf carts and passenger vehicles and trucks and the like.

However, Commander Bloomquist had been reassured after his three year experience with the program:

To date. . . we have not had any accidents involving the larger vehicles which move at a greater speed with the slowermoving golf carts.

Assemblyman James F. Battin, Jr., represented by his district manager Kim Estock, addressed the importance of alternativetransportation for senior citizens:

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With a limited income comprised of social security and perhaps a small retirement fund, some seniors have been able to cutthe cost of an automobile with insurance out of their budget altogether because of the option of using an electric vehicle witha one time purchase cost.

The California commenters were supported by those from Arizona, beginning with R. H. Stranger, regional manager ofSouthern California Edison for Coachella Valley. Mr. Stranger was followed by David Bentler, Electric Transportation ProjectManager for the largest electric utility in Arizona (Arizona Public Service Economic and Community Development). Mr.Bentler showed a video in which the affordability, accessibility, and utility of the NEV were promoted by the [unidentified]executive director of the homeowners association of Westport Village as well as by the Village's recreational office manager,Donna Highley, two Village residents, Joan and Larry Thomas, Jerry Unger, a director of the Sun City Homeowners'

Association, and Ray Prendergast of the Sierra Club.

Arizona golf car dealer, Steve Pohle of Sun City, spoke in favor of allowing the vehicles he sells to use the public roads atspeeds up to 25 miles per hour. He said that

(i)t is [a speed] that many of our customers obtain now with their golf carts and are doing it safely. I think the biggestadvantage of that speed is the ability to be able to, after stopping at an intersection or wherever they are traveling, . . .quickly maneuver out of the way of traffic.

The agency held another public meeting in Washington, D.C., on July 25, 1996. At that meeting, NGCMA indicated itsobjection to the requirement in the California statutes and in the City of Palm Desert plan for seat belts. NGCMA viewed therequirement as "antithetical to the personal safety of drivers and occupants of golf cars." The association thought thatlegislative bodies have "a very limited understanding of the physical limitations of the golf car as it presently is constructedand the consequent susceptibility for personal injury and even death, if seat belts were to be required." NGCMA apprised

the panel of the industry's standard, ANSI/NGCMA Z130.1-1993. It presented reasons why the industry believed that a golfcar should not be considered a "motor vehicle," i.e., it stated that golf cars are designed primarily for use on golf coursesand not the public streets. The association noted that the industry does not equip golf cars with equipment that make themlawful for registration and use on the public roads. It argued that accordingly if an owner chooses to operate a golf car onthe public roads, the manufacturer should not be penalized for it. NGCMA further stated that "(t)he maximum recommendedspeed for golf cars under ANSI/NGCMA Z130.1 is 15 miles per hour." In addition, it stated that "the golf car manufacturersbelieve that any speed in excess of 15 miles per hour begins to approach problems with stability, and increases the risk ofinjury or death on account of the loss of stability and increased braking distance." (Transcript, July 25, 1996, p. 15)

Given NHTSA's developing interest, NGCMA asked that the agency consider the following:

(1) Initiate steps to preempt all state and local regulation of golf cars on public roads . . . until a thorough investigation andanalysis has been made of the safety issues and optimum responses to these issues;

(2) Mandate speed limits not to exceed 15 miles per hour for any golf car used on public streets and highways;

(3) Solicit from the golf car manufacturers recommendations for safety accessories that might be utilized or recommendedfor golf cars whose owners desire to utilize their golf cars on public streets and highways;

(4) Advise NGCMA of what additional signage or documentation, if any, should preferably be furnished golf car purchasersto ensure the purchaser understands the golf car was not manufactured for use on public streets . . . and cautioningoperators against such use unless the vehicle is equipped with whatever minimum requirements might be deemedappropriate by NHTSA;

(5) Consider defining and regulating light-weight vehicles capable of being driven on public roads as . . . NEVs, todistinguish NEVs from golf cars which are self-regulated pursuant to ANSI/NGCMA Z130.1. References to "golf cars" assuch should be deleted from any state and federal laws and regulations dealing with motor vehicles.

Further, NGCMA said that NHTSA "needs to preempt state and local initiatives on this subject until NHTSA has clearlyidentified the safety issues and appropriate responses to these issues in a cautious and careful manner."

NHTSA had also asked for written comments from those who could not attend its public meetings. The commentersincluded representatives of state and local governments including law enforcement officials, manufacturers and users ofNEVs and golf cars, representatives of utilities, a public interest group, and other interested persons. Specifically, writtencomments were received from Rep. Sonny Bono, and, in the order received, from Lois Wolk (mayor, City of Davis), J.Douglass Lynn (Lynn & Associates with a subsequent submission as well), Bombardier, Dr. Tim Lynch (Director, Center forEconomic Forecasting and Analysis, Institute for Science and Public Affairs, Florida State University), the City of PalmDesert, Richard S. Kelley (president, Southern California Association of Governments, two comments by Mr. Thomas of

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Trans2 Corporation,(17) Jim Douglas (assistant director, Motor Vehicle Division, Arizona Department of Transportation, thewritten remarks of the NGCMA general counsel, several video tapes, Dr. James M. Lents (executive officer, South Coast AirQuality Management District), George Boal (resident of the City of Palm Desert), Marilyn D. McLaughlin (resident of the Cityof Palm Desert), David Guthrie (deputy director, Arizona Department of Commerce, Harry C. Gough (automotiveengineering professional specialist, Connecticut Department of Motor Vehicles), Paul and Jacklyn Schlagheck (residents ofLady Lake, Florida), Dr. Gerald Donaldson (senior research director, Advocates for Highway and Auto Safety("Advocates")), Jim Prentice (resident of Port St. Lucie, Florida), Paul Jackson Rice, Esq. (Arent, Fox, Kintner, Plotkin &Kahn), Sheriff Ralph E. Ogden of Yuma, Arizona, Lawrence Lingbloom (Sierra Club California), Cynthia Kelly, Esq.,(government relations counsel, Golf Course Superintendents Association of America), the Board of Directors of the PalmDesert Country Club Association, Gerald W. ("Wally") Powell (reliability engineer, E-Z-GO Textron ("E-Z-GO")), Bob Doyle(assistant sheriff, patrol and investigations division, Riverside County Sheriff's Office), Wayne Balmer (communitydevelopment director, Mesa, Arizona), and Marvin B. Jaques (vice president special projects, Ransomes AmericanCorporation ("Cushman")), the manufacturer of Cushman utility vehicles.

In brief, the governmental authorities and the public supported the on-road use of electric golf cars and NEVs as addressingthe public interest in a cleaner environment. Users noted approvingly the mobility that is afforded by the ability to use golfcars and NEVs on the public roads as an alternative to the passenger car for short in-town trips. These groups testified tothe absence of any on-road safety problems involving golf cars and opposed any regulation by NHTSA that would curtaildriving them on the public roads, or that would increase their costs. Golf car manufacturers objected to the possibleclassification of their products as "motor vehicles" and wished to remain free of Federal regulation.

D. Regulatory Options Considered

After considering the results of its survey of state and local locals and its public meetings, the agency identified three

options for responding to Bombardier's request. The first was to grant Bombardier's request to revise the agency'sinterpretive test for determining whether an on-road vehicle is a motor vehicle by raising the threshold top speed capabilityfrom 20 miles per hour to 25 miles per hour. This option had a number of drawbacks. If the agency had grantedBombardier's request, it would have placed LSVs beyond its regulatory reach. This would have been undesirable from asafety standpoint since, as noted above, there appeared to be a greater need for Federal action with respect to LSVs thanwith respect to slower vehicles. Further, by relinquishing its jurisdiction over these vehicles, NHTSA would have lost theflexibility to adjust its LSV regulatory actions in response to any changes in the safety record of those vehicles. Finally, thisapproach would have allowed the states to adopt differing requirements for the same aspects of safety performance,vitiating the intent of Congress that motor vehicles be subject to a uniform national set of Federal safety standards. Forthese reasons, NHTSA decided not to grant Bombardier's request.

The second option was to maintain the existing line of interpretations and vehicle classifications, under which all vehiclescapable of being driven at speeds of more than 20 miles per hour, regardless of their configuration, size or weight, aretreated as "motor vehicles" and are subject to the same safety performance requirements. But simply leaving the current

interpretations and vehicle classifications in place effectively would have subjected LSVs to requirements they could notmeet and thereby effectively prohibited the manufacture and sale of LSVs. Thus, this option would not be responsive to thegrowing public interest in using low-cost and low-speed 4-wheeled vehicles within limited operating environments.

The third option was for the agency to revise its existing system of vehicle classifications by creating a new class of vehiclescomprising LSVs and applying to them new safety requirements that would be appropriate for and accommodate thisemerging form of transportation while addressing its safety needs. Developing this option necessitated defining the newclass of vehicles in such a way as to include the appropriate vehicles and exclude others. It appeared that standardsapplicable to current passenger cars could not, and need not, be applied in all aspects to LSVs, but it was not clear whatstandard should take their place. Moreover, since LSVs had not entered the country's motor fleet in significant numbers,there were few crash and injury data on which to base a judgment about the extent and nature of the safety need.

Despite these challenges and uncertainties, the agency determined the third option to be the most prudent approach andaccordingly used it as the basis for its proposal.

E. 1997 Notice of Proposed Rulemaking

Based on the information gathered through autumn of 1996, NHTSA developed a proposed regulation for LSVs, a newvehicle class including both NEVs and golf cars with a top speed between 15 and 25 miles per hour. Both types of vehicleshave similar design and operational characteristics and are likely to have common safety problems. As such, NHTSAdecided that the issues of the proper regulatory treatment for them should be considered together.

The basic jurisdictional issue was how to differentiate between golf cars that were manufactured exclusively for use on golfcourses and those that are being permitted by states and municipalities to be operated as on-road vehicles. NHTSAtentatively decided to adopt a speed criterion to address this question. The industry's standard Z130.1, which applies to all

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golf cars, contains a specification for "Maximum vehicle speed "(paragraph 9.6.1) under which "(t)he average speed [of runsin opposite directions] shall not exceed 15 mi/h (24 km/h)" (paragraph 9.6.1.3). Further, NGCMA stated at the July 25, 1996public meeting that its primary activity since its inception had been the promotion and sponsorship of standard Z130.1 andthat 100 percent of its members adhered to it. Accordingly, the record before the agency at the time of its proposal indicatedthat if a golf car could go faster than 15 miles per hour, the maximum speed permitted by the industry standard for golf carsto be used solely on golf courses, the golf car was not only more likely to be driven on the public streets than slower golfcars, but was intended by its manufacturer to be so used. For these reasons, NHTSA chose a maximum speed capability of15 miles per hour to distinguish between golf cars truly manufactured for exclusive golf course use, and faster golf cars thatmight properly be considered "motor vehicles" for purposes of Federal safety regulation.

In considering what safety equipment to propose requiring, NHTSA reviewed the requirements of the states andmunicipalities for golf cars to be used on the public roads, and found them varied and sometimes unclear. The exceptionwas the City of Palm Desert. The city requires "golf carts" offered for registration for on-road use to be equipped withheadlamps, front and rear turn signal lamps, taillamps, stop lamps, rear side reflex reflectors, rearview mirrors, a parkingbrake, horn, windshield, and seat belts.

Since a Federal motor vehicle safety standard must be "reasonable, practicable, and appropriate" for the types of motorvehicles to which it applies, NHTSA reviewed the record to see whether imposition of the City of Palm Desert equipmentrequirements would be reasonable, practicable and appropriate for golf cars and NEVs. Steve Pohle had told the NHTSApanel at the meeting in the City of Palm Desert that Arizona requires street-legal golf cars to have head lamps, stop lamps,taillamps, a horn, and a rearview mirror. He added, "the majority of the [golf] cars I was speaking about are all equipped thatway, so if they are using it on the street . . . they are equipped that way. We also always equip them, although it's notrequired by the state, with a Plexiglass windshield." In reply to a question as to the difference in cost "between a cartequipped versus a cart not equipped," Mr. Pohle estimated "...about $400 if we're including the windshield which would be

about $115 of that." The NEV manufacturers represented that their vehicles would be manufactured from the start with allthe equipment required by the City of Palm Desert.

Accordingly, NHTSA considered the requirements of the City of Palm Desert to be an appropriate basis for a proposedFederal safety standard for LSVs. It was reasonable and appropriate because NEVs were designed to comply from thestart, and testimony indicated that the equipment was easily added to existing golf car designs. It seemed practicablebecause there was testimony that new vehicles could be equipped at reasonable cost. It addressed the need for safetybecause the experience of the City of Palm Desert had indicated that on-road safety problems were virtually nonexistent.

Therefore, NHTSA proposed that LSVs (defined in the proposal as golf cars with maximum speeds between 15 and 25miles per hour, and all vehicles other than motorcycles and vehicles with work-performing equipment, with a top speed ofnot more than 25 miles per hour), be equipped with the same equipment required by the City of Palm Desert. (January 8,1997; 62 FR 1077) There were several minor differences. First, NHTSA proposed that the windshield be of AS-1 glazing,the type that is found in passenger cars. Second, NHTSA did not propose that LSVs be equipped with horns. No other

FMVSS requires the installation of horns because motor vehicles were equipped with horns long before the first FMVSSwas issued. NHTSA believed that LSV manufacturers would similarly incorporate horns as a matter of course. Third, theagency proposed to require a label indicating that LSVs should not be driven at speeds greater than 25 miles per hour onany road. NHTSA proposed that the new standard be designated "Standard No. 100."

F. Summary of Comments on Notice of Proposed Rulemaking.

Over 100 comments were received from three major groups: elected national, state, and local officials; golf carmanufacturers and dealers; and advocacy groups. (NHTSA's Docket Room has assigned a number to each comment. Forexample, the 20th comment is denoted "96-65-NO1-020." For s implicity, in discussing specific submissions in this preambleto the final rule, the agency uses only the last three digits to identify the comment, i.e., "020.")

1. State and Local Officials; Utilities.

State and local officials, with one exception, supported the proposal. These included Ralph E. Ogden, Yuma County (AZ)Sheriff's Office (002); Rollie K. Seebert, Maricopa County (CA) Sheriff (005); Richard S. Kelly, Mayor, City of Palm Desert(CA)(006); D.O. Helmick (California Highway Patrol (013); Dottie Berger, Commissioner, Hillsborough (FL) (014); Michael D.Branham, Assistant City Manager, Surprise (AZ)(015); Assemblyman Jim Battin (CA)(019); David Guthrie, ArizonaDepartment of Commerce (021); Ted Hidinger, Electric Transportation Manager, Arizona Public Service EconomicDevelopment Department (026); Lois Wolk, Mayor, Davis (CA)(027); L. Denno, California Highway Patrol (028); Nancy J.Deller, Deputy Director, California Energy Commission (036), Richard D. Lamm, former Governor, Colorado (056); PamelaBass, Vice President, Southern California Edison (061); Robert H. Cross, Chief Mobile Source Control Division, CaliforniaAir Resources Board (80); and Kirk Brown, Secretary, Illinois Department of Transportation (088).

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The principal reasons for supporting the proposal were the enhancement of air quality that electric-powered LSVs wouldbring, and the importance of developing alternative forms of transportation. This was most cogently expressed by DavidGuthrie, Deputy Director, Arizona Department of Commerce (021), who said:

NEV's . . . provide an affordable, environmentally friendly alternative to gasoline powered automobiles that is consistent withour goal of promoting "cleaner" vehicles without hampering economic growth or putting undue financial burdens on ourcitizens.

We believe the proposed rule is appropriate for three reasons. First, it allows local and state governments to continue toregulate the use of these vehicles, giving them the ability to set speed zones, require specialized lanes and establish other

requirements as appropriate. Second, the draft rule [would require] manufacturers to equip LSVs with basic safety featureslike seat belts and mirrors. Finally, the rule sends a strong message to states that their alternative vehicle policies are beingreceived with respect and support in Washington. . . .

The one exception was C. I. MacGillvray, Director, Department of Engineering, Iowa Department of Transportation (022)who expressed concern "at the State level" for the changes "required to safely integrate these vehicles into legal operationson Iowa's public roadways," citing licensing of operators, registration of vehicles, financial responsibility, and the like.

2. Manufacturers and Dealers of Golf Cars and Neighborhood Electric Vehicles.

The two identified categories of vehicles that would be covered by the final rule are NEVs and golf cars. NEV manufacturersand dealers supported the proposed rule. Commenters included James M. Thomas, Vice President Sales and Marketing,Trans2 Corporation (007); Bombardier Corporation through its outside counsels Paul Jackson Rice and Lawrence F.Henneberger (008); Charles E. Towner, a franchised dealer of personal and low-speed community vehicles (AZ)(030); andDelmar C. Gilchrist, a Trans2 dealer (CA) (034).

The initial response of the golf car industry was to oppose the proposal. Comments were submitted by A. Montague Miller,president and CEO of Club Car, Inc. (011); the NGCMA general counsel (016); Gerald W. Powell, Reliability Engineer, E-Z-Go Textron, Inc.(017); Scott J. Stevens, President, Western Golf Car Manufacturing, Inc. (039); and Charles A. Fain, VicePresident Design Engineering, Club Car, Inc. (043).

The principal objections were to the proposed requirements for AS-1 windshields and for seat belts. The industry asked thatan alternative windshield material (polycarbonate) be permitted because it "as well as other transparent materials are moreeffective to provide shatterproof protection to occupants of golf cars." Seat belts were opposed in NGCMA's commentsbecause they

may enhance the risk of injury or even death if the occupant is restrained in the vehicle by a seat belt assembly upon

rollover. . . . Golf carts are equipped with a standard hip or hand hold restraint located towards the outside of the seat.However, the hand hold does not prevent the occupant from jumping or leaping out of the golf car to avoid further injury ifthe golf cart is about to roll over. For this reason, . . . in lieu of a seat belt requirement for golf cars, a hand hold or hiprestraint should be required as set forth in ANSI/NGCMA Z 130.1.

The industry also objected to the proposed effective date of 45 days after the issuance of the final rule, saying that "aminimum of 24 to 36 months" would be required "to achieve the design and tooling required by the proposed standard."Finally, the industry submitted that

to properly comply with the seat belt FMVSS Standard No. 209, together with the other items to be required, themanufacturing cost to comply will exceed $800 to $1,000 per vehicle without regard to design and tooling expendituresapproximating $500,000 per manufacturer.

Golf car manufacturers and dealers apprised Members of Congress of their opposition to the proposal. As a result, letters ofinquiry were received from a number of Senators and Representatives (see, e.g., comment 033, which was signed by sixRepresentatives from Georgia).

3. Advocacy Organizations.

NHTSA also received comments from a number of public interest or advocacy organizations. These included: ConsumerFederation of America ("CFA")(001), Advocates for Highway & Auto Safety ("Advocates")(020), Sierra Club California (032),and Washington Legal Foundation ("WLF")(038).

Sierra Club California supported the proposed rule without qualification. It stated that

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. . . . (i)t was happy to see the federal government is acting to form a consensus regarding the use of LSVs at the nationaland state levels. The Sierra Club California hopes that other states and municipalities will follow your lead in developinglocalized alternative transportation program consistent with this rule, and in consultation with the appropriate lawenforcement and public safety agencies.

It stated further that "(a)s an alternative to automobiles, LSVs can reduce the number of trips by car and eliminate the needfor cold starts, e.g., the first few minutes of operation where the majority of toxic emissions are generated from gasoline-powered vehicles."

However, the other advocacy organizations were not in favor of the proposal. WLF opposed subjecting LSVs to safety

performance requirements, arguing that "NHTSA has not shown that there is a problem that requires attention." It cites thepreamble's statements that "there are virtually no accident data concerning [golf cars]" and "intuitively, it appears thatpassengers in LSVs might be at significant risk because of the small size and relative fragility of LSVs." In WLF's view,"NHTSA has not shown that any safety problem exists and has no justification whatsoever for implementing these costlyand extensive regulations." WLF also argued that, given the alleged propensity of golf cars to roll over, the net effect ofrequiring seat belts could be to increase deaths and injuries.

On the other hand, Advocates and CFA opposed allowing the manufacture and sale of a class of passenger vehiclessubject to a lesser set of safety performance requirements than those applicable to passenger cars. Advocates opposedallowing "a new class of motor vehicles on public roads which are unable to protect their occupants in crashes up to 25mph." Advocates argued that the agency had not provided any documentation of the current on-road crash experience ofgolf cars, that the agency had not adequately examined the regulatory and safety record of allegedly similar vehicles inJapan and France, that there was no agency plan to organize the collection, retrieval and analysis of LSV crash data, andthat pressure for inexpensive transportation and claims of environmental benefit would inevitably lead to the designing and

marketing of LSVs that are increasingly car-like and to future requests for the agency to increase the upper speed thresholdfor LSVs. CFA, too, thought that safety problems would arise with the advent of a new, small class of vehicles, andrecommended that all vehicles with a maximum speed of 15 miles per hour or more be required to meet all Federal motorvehicle safety standards.

4. Other Commenters

A number of additional comments were submitted by other persons, some of them supporting the proposal, others opposingit.

Dr. Tim Lynch, Director, Center for Economic Forecasting and Analysis, Florida State University, concluded that promotionof electric vehicles would lead to fuel savings and would benefit the environment (023).

Kevin Breen, Chair of the SAE Special Purpose Vehicle Committee, apprised the agency of SAE Standard J2258, LightUtility Vehicles, issued in 1996, and draft SAE J2358, Closed Community Vehicles. The light utility vehicles covered by SAEStandard J2258 are off-highway vehicles 72 inches or less in overall width, with a gross vehicle weight rating (GVWR) of5,000 pounds or less and a maximum design speed of less than 25 miles per hour. The standard specifies requirements for"elements of design, operation, and maintenance." The Committee is studying "the use of golf-car based vehicles for closedcommunity applications," with attention to "issues such as braking, lighting, crashworthiness, stability, etc." In his opinion,NHTSA's proposed standard is inappropriate because

8. The standard permits vehicles to be operated in an on-highway situation in a traffic mix with typical highwayvehicles without adequate consideration for braking, c rashworthiness, etc.

9. The proposed requirements for seat belts in an open vehicle are contrary to current occupant protectiontechnology relating to open vehicles (i.e., motorcycles, snowmobiles, etc.).

. . . .

o The exemption of certain "work class" vehicles from this standard opens acceptance of their use in a highwaysituation creating a potential hazard for both the users of those vehicles and the general motoring public who mayinteract with them.

o The standard as currently drafted includes too broad of a scope of vehicles. If adequate data exists, rulemakingcould be limited at this time to NEVs. Vehicles such as golf car or golf-cart based vehicles should not beconsidered in proposed FMVSS 100 at this time.

Two residents of Ypsilanti, Michigan questioned the wisdom of NHTSA's action (003, 004). Manufacturers of vehicles thatare not "motor vehicles," as that term is interpreted by NHTSA, wanted reassurance that their products would notinadvertently be included in the new rule (Truck Manufacturers Association (009), Toro (012), and Industrial Truck

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Association (024)). The American Insurance Association claimed that NHTSA's action is an "abuse of discretion" becausethe agency lacks authority to dilute safety regulations and increase crashes, deaths and injuries. That organization arguedfurther that the proposal was "arbitrary and capricious" because the agency lacks sufficient crash data to enable it to makereasonable projections about the safety record of LSVs. (010)

Other commenters were concerned with specific aspects of the proposed equipment. Transportation Safety EquipmentInstitute argued that performance requirements should be specified for LSV lighting devices (018). George Ziolo thoughtthat LSVs should have a flashing amber light at the rear or on the top as a low- speed warning (040). SMV Technologiessent examples of a warning triangle which some states require be affixed to farm tractors using the public roads, andrecommended that LSVs be similarly equipped (068).

G. Post-Comment Period Comments and Information

1. Manufacturers and Dealers of Golf Cars; Members of Congress

Although the comment period closed on February 24, 1997, a substantial number of comments were received after thatdate. Many of them were letters from Members of Congress on behalf of golf car manufacturers, dealers, and users. Theletters from the Members of Congress, as well as the letters from the parties on whose behalf they were writing, typicallyexpressed many of the same concerns, e.g., concern that the proposal would regulate fleet and personal golf cars, thatrequiring seat belts in golf cars might increase danger in a rollover, and that AS-1 windshields would not be sufficientlyprotective against golf balls.

In an August 12, 1997 letter, NGCMA submitted suggested revisions to the agency's proposed standard. (NGCMA, 073)NGCMA suggested that personal golf cars be defined as vehicles that may carry golf equipment and have a maximumspeed greater than 15, but less than 20 miles per hour. It suggested that personal golf cars be regulated in the samefashion as LSVs, except that personal golf cars would not be required to have seat belts. Further, NGCMA suggested thatpersonal golf cars and any other LSV be permitted to have a windshield of "shatter resistant polymer" instead of AS-1glazing.

In a December 22, 1997 letter, NGCMA informed NHTSA its members were amendable to equipping personal golf cars withall of the proposed items of equipment, with two exceptions. NGCMA asked that its members not be required to install seatbelts and that they be given a choice between using AS-1 glazing or shatter resistant polymer for the windshield. It indicatedthat an effective date of from six to twelve months after publication would be acceptable, provided that its suggestions aboutseat belts and windshield glazing were adopted by the agency. (NGCMA, 104). In the letter, that organization reaffirmed itsdesire to limit the top speed of personal golf cars to 20 miles per hour and indicated that the industry does not manufacturepersonal golf cars which have a higher top speed.

During February 1998, the agency received letters from over 30 commenters who identified themselves, generally, asdealers of golf carts and such other products as watercraft and motorcycles. All said that the issuance of a final rule wasnecessary for their livelihood and asked NHTSA to issue it immediately. These letters unqualifiedly supported the proposal,without stating any reservations about to the proposed requirements for windshields and seat belts.

In March 1988, over 30 dealers and distributors of Club Car golf cars informed NHTSA that if the agency limited the seatbelt requirement as requested by NGCMA in its December 1997 letter, they would not oppose the issuance of an LSV finalrule. (March 20, 1998 letter from Eileen Bradner, Counsel to Club Car, Inc.)

2. Other sources

In February 1998, NHTSA obtained from the Consumer Product Safety Commission (CPSC) data concerning injuries anddeaths involving golf car occupants. This information covers all types of golf cars, and all uses (on and around golf coursesand on streets and highways).

CPSC provided the agency with information from four different sources:

o A summary of incidents and national estimates for injuries involving golf cars from the National Electronic InjurySurveillance System (NEISS) for the years 1993 to 1997. NEISS is comprised of a sample of hospitals that arestatistically representative of hospital emergency rooms nationwide. From the data collected, estimates can bemade of the numbers of injuries associated with consumer products and treated in hospital emergencydepartments.

o A printout of crash investigations involving golf cars, conducted by CPSC on-site or by telephone. This informationis obtained from NEISS files, newspaper clippings, consumer complaints and Underwriters Laboratory.

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o A printout of reported incidents involving golf cars. The reports are obtained from CPSC's Medical Examiners andCoroners Alert Program (MECAP), Underwriters Laboratory, American Trial Lawyers Association, ConsumersUnion, and newspaper clippings.

o

A printout of death certificates in which a golf car was mentioned. CPSC has contracts with all 50 State HealthDepartment to provide information about death certificates that mention the use of certain products, including golfcars.

The agency notes that there are limits to the conclusions that can be drawn from the these data for the purposes of thisrulemaking. First, only the data from the first of these four sources can be used to make national projections about the sizeof health significance of the operation of golf cars. Second, much of the CPSC data relate to incidents that occurred when

golf cars were being operated on a golf course or in other off-road situations.

During March 1998, NHTSA's Vehicle Research Test Center (VRTC) conducted a study of a Bombardier NEV, a GlobalElectric MotorCars NEV, and a Yamaha golf car. As described in the study report, the study was intended to provide thebasis for an evaluation of the potential stability of LSVs on public highways and the safety potential of these vehicles in acrash. VRTC examined the vehicles with respect to seat belts, stability, stopping distance, electrolyte spillage, and glazing,and subjected them to braking and dynamic handling tests. The seat belts on the NEVs were deemed to be anchored toadequate structure. The golf car had no seat belts. Regarding stability, the study concluded that an LSV with a staticstability factor below 1.0 with two occupants could probably tip easily in a tight turn at 20 mph. As for stopping distance from20 miles per hour, the Bombardier NEV easily passed the requirements of FMVSS No. 135, Passenger Car Brake Systems,while the Global Electric MotorCars NEV passed marginally. The golf car could not meet these requirements. With respectto the issue of electrolyte spillage in a crash or rollover, it was noted that the Bombardier NEV appeared to be capable ofshielding the occupants from the batteries so long as the fiberglass shell was intact. The other NEV did not have thebatteries shielded from the occupant area. The golf car was gasoline-powered. VRTC also conducted impact tests on

windshield glazing, which is discussed in some detail below under "Safety Engineering Issues."

In April 1998, NHTSA asked the City of Palm Desert for an update on the implementation of its plan. In the 21 months sincethe agency's public meeting in July 1996, the number of golf carts registered for use under the plan rose from 193 toapproximately 250. Two crashes have occurred since then, although neither caused an injury. The first crash occurred whenthe driver of a conventional car turned the corner and hit a golf car that was being illegally driven in the pedestriancrosswalk. In the second crash, a golf car operator had left the City of Palm Desert plan area and was struck just over theborder of the next town, Indian Wells, when the golf car turned into the driveway of a country club. As noted in the NPRM,the only crash that occurred between 1993 and 1996 involved the overturning of a golf car being operated by joy-ridingteenagers.

IV. Final Rule and Resolution of Key Issues

A. Summary

The final rule establishes a new class of 4-wheeled vehicles, called LSVs, and excludes them from passenger car class.LSVs are 4-wheeled vehicles, other than trucks, whose maximum speed exceeds 20 but is not greater than 25 miles perhour. By removing them from the passenger car class, the rule relieves manufacturers of LSVs of the need they wouldotherwise have of complying with the full range of FMVSSs for those classes and substitutes Standard No. 500 as the onlyapplicable FMVSS. With the exception of the warning label, which was not adopted, LSVs are required to have all the safetyfeatures and equipment proposed in the NPRM, including seat belts, plus two additional items added in response tocomments: a VIN, and a reflex reflector on the rear. However, as an alternative to an AS-1 windshield, an AS-5 plasticwindshield may be used.

B. Authority and Safety Need for this Final Rule

NHTSA was presented with a variety of arguments regarding its authority to regulate low-speed vehicles. WLF raised

questions whether the vehicles covered by the agency's proposal are motor vehicles. That organization also argued thatissuing the final rule would not promote safety because there is no safety problem to be addressed. Conversely, Advocatesand CFA argued that excluding small vehicles from the FMVSSs will create a safety problem. AIA and Advocates stated thatthe agency had not adequately gathered and considered relevant data prior to issuing the proposal, citing agencystatements about the dearth of data on LSV crashes and about the foreign experiences with small vehicles.

1. Low-Speed Vehicles are Motor Vehicles

Title 49 U.S.C. Chapter 301 grants NHTSA regulatory authority over "motor vehicles." A "motor vehicle" is defined as avehicle "manufactured primarily for use on the public streets, roads, and highways" (Sec. 30102(a)(6)). As noted above,NHTSA's principal interpretation of the definition of "motor vehicle" dates from 1969, and addressed the status of mini-bikes.NHTSA said that if a type of vehicle is physically capable of being operated on the public roads and if a substantial portion

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of the users of those vehicles uses them on the road, those vehicles are motor vehicles, without regard to the intent of themanufacturer. It bears repeating that the agency said that perhaps the most important criterion to be used in resolvingborderline cases

. . . . is whether state and local laws permit the vehicle in question to be used and registered for use on public highways.The nature of the manufacturer's promotional and marketing activities is also evidence of the use for which the vehicle ismanufactured.

a. Speed-modified golf cars are motor vehicles

Not only are speed-modified golf cars whose top speed is between 20 and 25 miles per hour fast enough to be capable ofbeing used on roads with low-posted speed limits, but also their operation on public roads is commonplace. (18) (See thetestimony regarding their on-road use in Arizona at the agency's first public meeting.) Further, much of the on-road use isnot incidental to the playing of golf. Instead, many trips are made for purposes unrelated to golf, such as shopping or visitingfriends. The agency notes that Club Car, one of the larger manufacturers of golf cars, stated that the market for and use ofpersonal golf cars are largely limited to the states and local jurisdictions that permit the on-road use of golf cars. NHTSAbelieves that it is reasonable to conclude that the market for speed-modified golf cars is similarly limited, and that virtually allusers of those vehicles use them on the road.

Although the agency does not regard the question of whether speed-modified golf cars are motor vehicles to be a borderlineone, the agency notes that even if it were, those vehicles meet several of the key criteria considered by the agency inborderline cases. As noted above, 12 states authorize their local governments to permit general purpose use of golf cars ondesignated roads and another four permit more limited on-road use. A majority of those states require either that the golfcars be registered or that the user have a driver's license, or both. The modifiers of these vehicles do not label these

vehicles as being not manufactured for on-road use. Quite the contrary, they equip them with the equipment required bystates and local jurisdictions for on-road use. Further, their top speed capability is far above the maximum averagepermissible speed specified in the voluntary industry for golf cars intended exclusively for use on golf courses. Finally, theyadvertise the top speed capability of their vehicles. Since driving these golf cars at or near their top speeds on golf coursesis presumably impermissible and since their on-road use is commonplace, such advertising is tantamount to advertisingthem for on-road use.

b. Neighborhood Electric Vehicles are Motor Vehicles

The agency begins its analysis of whether NEVs are motor vehicles by noting that neither of the two current NEVmanufacturers contest that NEVs may properly be regarded as motor vehicles under the Vehicle Safety Act. The agency'sanalysis is essentially the same as that for speed-modified golf cars, except that since only a few NEVs have been sold inthis country, the agency must base its analysis for NEVs on their anticipated marketing and use. Not only are NEVs fastenough to be capable of being used on roads with low-posted speed limits, but also they are expected to be usedextensively for that purpose. It is further anticipated that much of the on-road use will not be incidental to the playing of golf.NHTSA believes that it is reasonable to conclude that the market for NEVs will be limited to the states and local jurisdictionsthat permit the on-road use of golf cars or NEVs, and that virtually all users of those vehicles will use them on the road.

As in the case of speed-modified golf cars, the agency does not regard the question of whether NEVs are motor vehicles tobe a borderline one. Nevertheless, the agency notes that even if it were, those vehicles meet several of the key criteriaconsidered by the agency in borderline cases. 12 states authorize their local governments to permit general purpose use ofgolf cars and/or NEVs on designated roads and another four permit more limited on-road use. A majority of those statesrequire either that the golf cars or NEVs be registered or that the user have a driver's license, or both. As originallymanufactured, these vehicles are equipped with the safety devices and features required by states and local jurisdictions foron-road use. Further, their top speed capability is far above the maximum average permissible speed specified in thevoluntary industry for golf cars intended exclusively for use on golf courses. While both NEV manufacturers provide a devicethat can be used to reduce vehicle speeds to levels appropriate for golf course use, that device is available from one of themanufacturers only as an item of optional equipment. Finally, the two NEV manufacturers advertise their vehicles for on-road use.

2. The Agency Has Authority to Regulate Anticipated as well as Current Safety Problems

In response to WLF's argument, NHTSA observes that its authority is preventive in nature. Congress has charged it withissuing standards to protect the public against "unreasonable risk" of crashes and of deaths and injuries resulting fromcrashes. 49 U.S.C. 30102(8) and 30111(a). This means that the existence of a risk is sufficient to justify the issuance ofstandards. If the occurrence of deaths and injuries is reasonably anticipated, NHTSA need not wait until they actually beginto occur in large numbers before taking action to prevent them.

3. Issuance of this Rule Appropriately Addresses an Anticipated Safety Problem

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a. Crash Data Show a Limited Safety Problem Involving the On-Road Use of Fleet and Personal Golf Cars

Crash data have become available since the NPRM showing that although deaths and serious injuries resulting from the on-road use of golf cars are not numerous, they are occurring.

NHTSA's Fatal Analysis Reporting System (FARS) is a census of all fatalities and fatal crashes occurring on U.S. roadsopen to the public and resulting in the death of an occupant or nonmotorist within 30 days of the crash. FARS has records ofnine deaths of golf car occupants on the public roads from 1993 to February 1998. (19) Three of the deaths occurred inArizona, three in North Carolina, one each in California, Florida and Iowa. Eight of the nine deaths resulted when the golfcar collided with a car or truck. The ninth occurred when the golf car ran off the road and its occupants were ejected. Data

from CPSC include an additional seven deaths in on-road crashes not included in FARS, implying a total of 16 fatalities overa 5-year period. The city that has recorded the most deaths appears to be Sun City, Arizona. According to an AssociatedPress story dated March 12, 1998, there had been four deaths in golf car crashes in Sun City since 1995.(20)

In addition, NHTSA obtained data from CPSC regarding injuries and deaths involving the operation of golf cars. Thisinformation covers all types of golf cars, and all uses (on and around golf courses, as well as on public streets and roads).CPSC provided the agency with four different sources of information about golf cars. Three of these were relevant:

1. A printout of reported incidents involving golf cars. The reports are obtained from CPSC's Medical Examiners andCoroners Alert Program, Underwriters Laboratory, American Trial Lawyers Association, Consumers Union, consumercomplaints, and newspaper clippings, and are not statistically reliable for national estimates. The reported incident data setincluded 19 on-road incidents between 1993 and February 1998, 14 of which were fatalities. All 9 of the FARS cases wereincluded in these 14 cases. These fatalities mostly occurred when the golf car collided with a passenger car or light t ruck onroadways.

2. A printout of death certificates in which a golf car was mentioned. CPSC has contracts with all 50 State HealthDepartments to provide information about death certificates that mention the use of certain products, including golf cars;however, not all states reported during the entire period. The Death Certificate file reported 3 on-road fatalities involving golfcars during the period 1993 to February 1998. One of these cases was included in the 14 cases mentioned above and 2were not. Thus, there are a total of at least 16 on-road fatalities to occupants of golf cars during the period 1993 to February1998.

3. A summary of incidents and national estimates for injuries involving golf cars from the National Electronic InjurySurveillance System (NEISS) for the years 1993 to 1997. These data are a compilation of information derived from reportsof product-associated injuries treated in hospital emergency departments that participate in the National Electronic InjurySurveillance System. The NEISS estimates are calculated using data from a probability sample of hospitals with emergencydepartments located within the United States and its territories.

The following table presents incidents for "golf carts" reported by CPSC's NEISS during the years 1993-1997:

NEISS REPORTED INCIDENTS1993 - 1997

Type of Injury 1993 1994 1995 1996 1997 5 year total

pedestrian injury 36 19 18 16 30 119

off-road injury 96 138 145 146 168 693

on-road injury 3 4 5 5 6 23

on-road fatality 1 0 0 0 0 1

rollover injury 4 4 8 4 7 27

ejection injury 26 17 14 11 12 94

total(21) 100 142 149 161 174 726

Based on the data in the above table, the agency has estimated the total national injuries associated with "golf carts" of alltypes and uses (i.e., on-road as well as on golf courses) to be 6,372, 6,808, 7,603, and 7,218 for the years 1993 through1996.

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The agency estimates that there were an average of 222 on-road golf car injuries per year over the 5-year period. Thisinjury estimate is calculated as follows: 7,000 injuries (national annual injury average for 1993-1998) x 23 (on-road orvehicle-involved injuries) / 726 (NEISS reported incidents 1993-1997) = 222 annual average of national injuries.

There is only 1 fatality involving a golf car in the 5 years of NEISS data. However, based on the reported incident and deathcertificate data provided to NHTSA, there were 16 on-road golf car fatalities over a 5-year period, an average of 3 fatalitiesper year.

NHTSA anticipates that the number of on-road serious injuries and deaths involving occupants of fleet and personal golfcars will grow with the growth in number and speed of the same or similar vehicles on the road. The number of golf cars

operated on public roads is currently limited. As more state legislatures authorize their local jurisdictions to designate publicroads for use of low-speed vehicles and other vehicles, and especially as more local jurisdictions use that authority, the saleand use of low-speed vehicles will increase. Further, to the extent that NEV manufacturers are successful, it seems likelythat golf car manufacturers will respond to that competition by intensifying their efforts to sell personal golf cars whose topspeed is between 15 and 20 miles per hour.

b. The States Have Adopted Laws Requiring Safety Equipment on Fleet and Personal Golf Cars Used on Public Roads

The majority of the 12 states that have enacted legislation permitting all-purpose on-road use of golf cars and/or NEVsbelieve that there is a need for safety requirements and have taken steps to satisfy that need. Nine of those 12 states havemandated that those vehicles have specified safety equipment if they are used on-road and a tenth state authorized its localgovernments to adopt safety requirements. (See the table below.) Further, in their comments on the NPRM, state officials inCalifornia, Arizona, and Iowa indicated that they believe that the issuance of Federal safety requirements is warranted.

STATES PERMITTING ALL-PURPOSE GOLF CAR TRIPSON PUBLIC ROADSWITHIN JURISDICTION OF LOCAL GOVERNMENTS

STATE ROADS ON WHICH OPERATION ISPERMITTED

REQUIRED SAFETY EQUIPMENT

California On private and public roadways designatedby local government.

Local government may require safety devices. Headlamps, taillamps,reflectors, stop lamps, and brakes for nighttime operation

Nevada On public roadways designated by localgovernment.

Headlamps, taillamps, reflectors, stop lamps, mirror, brakes and anemblem placard for slow moving vehicles.

Arizona On roadways with posted speed limit of 35

mph or less.

Headlamps, taillamps, reflectors, stop lamps, mirror, brakes, and a

notice of operations and restrictions in full view of driver.NewMexico

On private and public roadways designatedby local government. Carts may not beoperated on state highways.

An emblem placard or flashing yellow light for slow moving vehicles isrequired.

Colorado On private and public roadways designatedby local government.

Headlamps, taillamps, reflectors, stop lamps, mirror, and brakes.

Wyoming On public streets and roadways designatedby local government.

Local government may require safety devices.

Illinois(22) On roadways designated by localgovernments

Steering apparatus, rearview mirror, front and rear red reflectorizedwarning devices, slow moving vehicle emblem, headlight, brake lightsand turn signals

Minnesota On roads designated by local government. Slow moving vehicle emblem and a rear view mirror.

Iowa On private and public roadways designatedby local government. Carts may not beoperated on primary roads.

Slow moving vehicle emblem, bicycle safety flag, adequate brakes.Local government may require other safety equipment.

Florida On private and public roadways designatedby local government and in self-containedretirement communities.

Efficient brakes, reliable steering apparatus, safe tires, rearview mirror,and red reflectorized warning device in front and rear. Headlamps,taillamps, and stop lamps for nighttime operation.

Georgia On private and public roadways designatedby local government.

None

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Texas On private and public roadways designatedby local government.

None

c. There is a Similar, But Greater Anticipated Safety Problem Involving Low-Speed Vehicles

Largely because of their greater speed, the potential for growth in the numbers of LSVs, and in the number of deaths andserious injuries associated with LSVs, is even greater. NHTSA anticipates that sales of LSVs will steadily grow and that, asa result, there will be increased exposure leading to increased numbers of serious injuries and deaths. While the number ofLSVs is limited now, it will grow, particularly with the introduction and sale of NEVs. To the extent that the NEV market

expands, existing NEV manufacturers will be induced to make further improvements to increase consumer appeal and newmanufacturers may be induced to enter the market. The product improvements resulting from this competition will likelyboost sales further. Further, to the extent that NEV manufacturers are successful, new manufacturers of speed-modified golfcars may be induced to enter the market. Since LSVs will likely be faster than most of the sub-25 mph vehicles on the roadduring 1993-1997, the crash forces of single and multiple vehicle crashes involving LSVs will tend to be greater than thecrash forces in those 1993-1997 crashes. As a result, the LSV crashes will be more likely to result in serious or fatal injuriesto their occupants. Further, the higher speed of an LSV, while enabling a driver to pass through risky driving situations morequickly, may also induce a driver to take risks in more situations.

d. This Rule Requires Safety Equipment on Low-Speed Vehicles Consistent with Their Characteristics and OperatingEnvironment

Advocates and CFA were concerned about the risk to safety posed by a growing class of small vehicles and argued thatNHTSA's actions are contrary to its statutory mandate because they will exacerbate the risk. Their concern related to the

potential for crashes involving small vehicles such as LSVs and larger ones that may be sharing the same roadway, and thethreat that this poses to occupants of LSVs.

NHTSA has carefully reviewed their argument about the effects of this rulemaking. LSV safety, and thus the need forFMVSSs for LSVs, will be determined by the combination of three factors: vehicle design and performance; operator trainingand ability; and the operating environment. The agency believes that Standard No. 500, in combination with a limitedoperating environment and appropriate operator training and ability, will appropriately address the safety needs of LSVusers.

With respect to the LSV itself, the safety goal is that the vehicle have crash avoidance and crash protection characteristicsappropriate for its speed and size, and its operating environment. Seat belts will afford protection against ejection. In themixed motoring environment that will result when LSVs are introduced, crash avoidance will become all the more important.The small LSV must be easily detectable by drivers of larger vehicles. The requirements for lamps and reflectors shouldenhance the conspicuity of LSVs. Further, the LSV must have sufficient capability to move out of the way of faster traffic.

LSVs designed to travel at speeds approaching 25 miles per hour will give them greater ability than fleet and personal golfcars to maneuver in and out of on-road situations that threaten them, e.g., when passing through an intersection afterstopping at a stop sign or when turning left across lanes for oncoming traffic.

With respect to the operator, the safety goal is that the driver be familiar with the operating characteristics of the LSV so thathe or she may drive appropriately to minimize the possibility of rollover, or hitting a pedestrian or other vehicle. States cancontribute to driver safety by requiring LSV operators to be licensed.

The driving environment should be appropriate to the vehicle and its characteristics. Limitation of LSV use to low-speed cityand suburban streets is necessary, but not eliminate the safety risks. In this regard, the agency notes that there have beenfour fatalities in golf car crashes in Sun City, Arizona. Conversely, none have occurred in the City of Palm Desert.

There are a number of possible reasons for the reported different safety records of these two cities. A very large difference

in the number of golf cars used on-road may be one reason. Approximately 6,000 golf cars are driven on the roads of SunCity, while the number of golf cars registered for on-road use in City of Palm Desert is only approximately 250. Also, neitherArizona nor Sun City requires all of the safety equipment (e.g., seat belts) that the City of Palm Desert requires.

Still another reason may lie in the different operating environments in the two communities. The City of Palm Desert has amore controlled environment than Sun City for golf car use. The City of Palm Desert permits on-road use of golf cars in thesame lanes as passenger cars and other larger motor vehicles in speed zones posted for speeds up to 25 miles per hour. Inspeed zones posted for speeds over 25 miles per hour, golf cars may be operated on-road only if there is a lane designatedfor their use and if the golf car is, in fact, operated within that lane. By contrast, NHTSA understands that Sun City, understate law, allows golf cars to operate in the same lanes as larger traffic on any road with a maximum speed of 35 miles perhour.

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NHTSA recognizes that not all operating environments may be as controlled as that of the City of Palm Desert. The agencyencourages other states and municipalities to study the features of the City of Palm Desert's plan, and to adopt thosefeatures to the extent practicable.

4. The Agency Has Appropriately Considered the Experience of Foreign Small Vehicles

In the NPRM, the agency noted that small, but generally higher speed passenger vehicles were being marketed in Japan("kei" cars) and France (Voiture Sans Permis (VSP) and Tricycles et Quadricycles a Moteur (TQM)). Within the limits of itsknowledge at the time of the NPRM, the agency described the physical attributes of these vehicles and some of theoperating limitations.

Advocates responded to this discussion in the NPRM by arguing that the agency had not adequately considered theseforeign experiences with small vehicles. Since the NPRM, the agency has obtained additional information regarding both keicars and the French voiturettes. The limits on length, width and engine displacement of kei cars have been steadily easedover the last 20 years. Limit on engine displacement has increased from less than 360 cc prior to 1976, to less than 550 ccin 1976, to less than 660 cc in 1990. Length limits have increased slightly, from approximately 3.2 m in 1976, to 3.3 m in1990 to 3.4 m in October 1998. Width limits have slightly increased from less than 1.4 in 1976 to less than 1.48 in October1998.

NHTSA is also aware that the safety requirements for kei cars have been steadily increased in the 1990's. Beginning in1994, frontal crash protection requirements had to be met by kei cars at 40 km/hr and by passenger cars at 50 km/hr. Thoserequirements are a HIC not greater than 1000, thorax acceleration not greater than 60g and femur load not greater than10kn. The test speed for the frontal crash protection requirements will become the same (50 km/hr) for kei cars andpassenger cars in October of this year, when the most recent increases in kei car length and width become effective.

As for the two classes of voiturettes in Europe, the agency has learned that the European Union (EU) issued a directive lastyear harmonizing laws in EU for mopeds, auto-cycles, motorcycles and motorized tricycles and quadricycles ("voiturettes")with respect to tires, lighting, signaling, mirrors, fuel tanks, seat belts, and belt anchorages, washers, wipers, and demisters.Under the directive, a voiturette approved in one European country is automatically marketable in all 14 other memberstates.

The critical point, however, concerning the Japanese kei cars and the faster class of voiturettes is that they are not similar toLSVs and their experiences are not directly relevant. Their operating characteristics and environment are so different fromthose of LSVs that the experiences of those foreign cars are not predictive of the experiences of LSVs. The kei cars andTQM voiturettes can travel at approximately twice the speed of LSVs and have a much longer operating range. Further,their operating environment is not nearly so restricted by law as that of LSVs.

C. Safety Engineering Issues

There were a number of issues involving scope of the standard and the equipment that would be required.

1. Speed Range of Motor Vehicles Subject to This Standard.

a. Minimum Threshold of 20 Miles Per Hour

The NPRM proposed to regulate golf cars with a top speed range of 15 to 25 miles per hour, and other 4-wheeled motorvehicles, other than vehicles with work-performing equipment, with a top speed of up to 25 miles per hour.(23) The final ruleapplies to a smaller group of vehicles, i.e., 4-wheeled motor vehicles, other than trucks, with a top speed of 20 to 25 milesper hour.

In issuing the NPRM, NHTSA did not intend to regulate conventional golf cars. To carry out that intent, the agency proposedto include only those vehicles whose maximum speed exceeded 15 miles per hour. That speed was selected on the basis ofinformation indicating that fleet and personal golf cars had a maximum speed of 15 miles per hour. As noted above,standard Z130.1, the industry standard for golf cars to be "used solely on golf courses" (paragraph 1.1), contains aspecification for "Maximum vehicle speed" (paragraph 9.6.1). That specification states that when a golf car is operated on astraight track at maximum speed, once in either direction, the "(t)he average speed [of the two runs] shall not exceed 15mi/h (24 km/h)" (paragraph 9.6.1.3). Accordingly, the agency tentatively concluded that if a golf car had a top speed greaterthan 15 miles per hour, that capability evidenced an intent that the golf car be operated on the road as well as on golfcourses. Further, NGCMA stated at the July 25, 1996 public meeting that "100 percent" of the golf car manufacturersadhered to the standard. This statement led the agency to believe that virtually all fleet and personal golf cars met theindustry standard.

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The submissions by the golf car industry after the NPRM contained significant new information. While the pre-NPRMinformation represented the annual fleet of new golf cars as an essentially homogeneous, undifferentiated collection ofvehicles, the post-NPRM information drew distinctions between a variety of subgroups within the new golf car fleet. Onedistinction was made between fleet golf cars and personal golf cars. Another and more important distinction was madebetween the vast majority of golf cars that have a top speed of about 12 miles per hour versus the much more limited, butnot insignificant number of golf cars that have a top speed of 15-20 miles per hour.(24)

In its February 1997 comment on the NPRM, Club Car, the second largest member of NGCMA, confirmed that it producespersonal golf cars whose top speed is between 15 and 20 miles per hour. It did not specify, however, the percentage of itspersonal golf cars with that top speed. Further, Club Car gave no indication in that comment that it produced any fleet golf

cars with such a top speed. However, in response to this agency's May 1998 inquiry about the percentage of fleet andpersonal golf cars with a top speed above 15 miles per hour produced by each of the major NGCMA members, NGCMAstated in a telephone conversation on June 3 that 1 percent of Club Car's fleet golf cars, and 75 percent of its personal golfcars, have a top speed between 15 and 20 miles per hour. None of the other large members produce any golf cars withsuch a top speed. Prior to that conversation, NGCMA had not explicitly stated that any of its members currently produce golfcars exceeding 15 miles per hour. However, NGCMA did suggest in its post-NPRM submissions that personal golf cars bedefined as having a top speed between 15 and 20 miles per hour and explicitly stated that none of its members are nowmanufacturing personal golf cars capable of exceeding 20 miles per hour.

In light of this new information and on further consideration, the agency has decided to limit the application of Standard No.500 to vehicles whose top speed is between 20 and 25 miles per hour. This decision carries out the agency's original intentof excluding virtually all conventional golf cars from the standard.

The agency believes that 20 miles per hour is a better dividing line between vehicles designed for use on the golf course

and vehicles designed for on-road use. The conventional golf cars whose top speed is between 15 and 20 miles per hourhave a body and understructure ver s imilar to that of conventional golf cars whose top speed is less than 15 miles per hour.Further, while the speed differential between those two groups of golf cars creates a significant difference in their potentialcrash energy, the energy in the 15 to 20 mile-per-hour range is still modest compared to that of LSVs. As noted above, golfcars with a top speed of less than 15 miles per hour reportedly have a top speed of about 12 miles per hour. Those golf carswith a top speed between 15 and 20 miles per hour are believed by the agency to have a top speed of approximately 17 to18 miles per hour.

The practical safety effects of raising the speed threshold does not appear to be extensive. Data obtained since the NPRMregarding the limited number of fatalities associated with on-road use of fleet and personal golf cars indicate that the stateand local governments are adequately providing for the safety of on-road users of those golf cars. The agency recognizesthat the limited number may partially reflect the currently limited extent of general on-road use of golf cars. However,NHTSA believes that it also reflects the efforts being made by state and local governments to regulate the safety of the on-road use of golf cars. Even as the number of golf cars used on-road increases, there will be less reason for safety concern

about vehicles whose maximum speed is 15 to 20 miles per hour than about vehicles whose maximum speed is 20 to 25miles per hour. This is because, as also noted above, the potential crash energy of a vehicle traveling 20 to 25 miles perhour is significantly greater than one traveling at less than 20 miles per hour.

By excluding fleet and personal golf cars from the standard's applicability, NHTSA emphasizes that it has not decided orimplied that these vehicles should not be subject to any safety regulation by state or local authorities. Moreover, since theagency is not treating those vehicles as motor vehicles, its standard setting activities cannot pre-empt any such state orlocal regulation. State and local jurisdictions may continue to adopt such safety equipment requirements as they deemappropriate for vehicles, including golf cars, with a maximum speed of 20 miles per hour or less.

b. Upper Limit of 25 Miles Per Hour

NHTSA notes Advocates' apprehension that there might be a future increase in the upper speed threshold for low-speedvehicles. This issue was discussed in the City of Palm Desert meeting (see text of Transcript, beginning at p. 17). Therewas no sentiment for increasing the permissible speed for on-road golf cars beyond 25 miles per hour. Further, while theagency cannot predict the future, it does not contemplate the possibility that future circumstances might justify increasingthe upper threshold for LSVs. Even if it did occur, the changed circumstances would cause the agency to examinesignificantly narrowing the differences between the safety requirements for LSVs and passenger cars.(25) In this regard, asNHTSA has already noted above, the steady increase in Japanese kei car size and engine displacement has resulted,effective in October of this year, in the elimination of any difference between the frontal crash protection safety requirementsfor kei cars and those for passenger cars. Finally, the agency notes that it would not be appropriate for it to issue this finalrule just because of the possibility that there may be future requests for the agency to take additional actions.

NHTSA is aware that a state legislature could define NEVs as vehicles capable of speeds in excess of 25 miles per hour.The agency emphasizes that the enactment of such definition would have no impact upon the Federal definition of LSV, or

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on the applicability of Standard No. 500. Any NEV or other small passenger vehicle whose maximum speed is higher than25 miles per hour would not qualify as an LSV. Accordingly, it would have to comply with the full range of Federal motorvehicle safety standards applicable to its type. As noted above, such a vehicle would most likely be classified as apassenger car, and be subject to the full range of FMVSSs for passenger cars.

2. Seat belts.

The proposed requirement for seat belts is supported by the two known manufacturers of NEVs, both of which advertisetheir vehicles as being equipped with seat belts, and is not opposed by dealers who produce speed-modified golf cars with atop speed greater than 20 miles per hour.

Based primarily on the fact that the proposal would have applied to those golf cars capable, as originally manufactured, ofexceeding 15 miles per hour, golf car manufacturers and dealers initially strenuously opposed requiring seat belts.According to NGCMA:

such a requirement in a golf car as presently manufactured is not necessarily going to provide increased safety tooccupants but may enhance the risk of injury or even death if the occupant is restrained in the vehicle by a seat beltassembly upon rollover. Engineering consensus is seat belts on golf cars are inappropriate as is the case with motorcycles,ATVs, snowmobiles and personal watercrafts. An optional passenger roof may be affixed to a golf car for weatherprotection, but the roofs so installed do not comply with standard ROPS [rollover protection system] criteria.

Golf cars are equipped with a standard hip or hand hold restraint located towards the outside of the seat. However, the handhold does not prevent the occupant from jumping or leaping out of the golf car to avoid further injury if the golf car is about toroll over. For this reason, NGCMA submits that in lieu of a seat belt requirement for golf cars, a hand hold or hip restraintshould be required as set forth in ANSI/NGCMA Z130.1

In its February 21, 1997 comments on the NPRM, NGCMA sought a delay in the implementation of the proposed standardto give the industry time to study "occupant dynamics and a review of seat belt design and seat belt mounting andattachment methods." It estimated that a minimum of 24 to 36 months would be needed for that purpose.

In its December 22, 1997 submission to the docket, NGCMA clarified its previous statements and indicated that the industrydoes not manufacture golf cars that exceed 20 miles per hour, and asked that golf cars incapable of exceeding that speednot be required to be equipped with seat belts. Subsequently, over 30 dealers and distributors informed NHTSA that if theagency limited the seat belt requirement as requested by NGCMA in its December 1997 letter, they would not oppose theissuance of an LSV final rule. (March 20, 1998 letter from Eileen Bradner, Counsel to Club Car, Inc.) Given that this finalrule does not apply to the golf cars that concerned the industry and its dealers, i.e., golf cars incapable of exceeding 20miles per hour, the golf car industry's concerns about seat belts and golf cars have been resolved.

Nevertheless, it is necessary to address the safety value of requiring seat belts in speed-modified and custom golf carswhose speed capability exceeds 20 miles per hour, thus qualifying them as LSVs. WLF argued that the use of seat belts bygolf car users would lead to decreased, instead of increased, safety.

Seat belts reduce occupant ejection from all types of vehicles. They are highly effective in preventing occupants of openvehicles from falling out during abrupt maneuvers and in preventing or reducing ejection from both closed and open bodyvehicles in crashes. This is important for safety since ejection onto hard road surfaces in traffic substantially increases thelikelihood of death or serious injury.

Support for seat belts in golf cars has been expressed in Sun City, Arizona, the scene of four golf car crash fatalitiesbetween 1995 and early 1998, and in nearby Sun City West. In 1996, the Sun City West Property Owners-ResidentAssociation and Sun City Homeowners Association reportedly responded to a perceived increase in the number of golf carcrashes by asking local golf car dealers and distributors to install seat belts in all golf cars used on public roads. (The

Arizona Republic/The Phoenix Gazette, July 15, 1996)(26) More recently, in a March 12, 1998 Associated Press story,Detective Jeffrey Childs of the Maricopa County (Arizona) Sheriff's Department was reported as saying that use of seat beltsin golf cars would prevent injuries and deaths. Maricopa County includes Sun City, which, as noted above, was the site offour golf car crash fatalities between 1995 and the date of that story. Detective Childs reportedly stated his belief that thelast person killed in a Sun City golf car crash, a woman thrown from her golf car when it was struck by a passenger car,would have survived had she been wearing a seat belt. He also noted more generally, "(w)e've had incidents where they'lltake a corner too fast and get pitched out . . . . At that age, that'll kill them. "

Further, seat belt installation continues to have support in the City of Palm Desert. The agency notes that althoughCalifornia eliminated its requirement that local golf car transportation plans include a requirement for seats belts, the City ofPalm Desert has retained its seat belt requirement.

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The agency concludes that the primary value of seat belt use in LSVs will be in reducing the frequency and severity ofinjuries in non-rollover crashes of LSVs by preventing occupant ejection. NHTSA estimates that 12-13 percent of thefatalities and injuries in on-road crashes of golf cars involved ejection of the golf car occupants. The importance ofpreventing ejection may also be seen from examining FARS data. Although those data relate to vehicles with higher speedcapability and, in most instances, with enclosed occupant compartments, they are nevertheless instructive. Those datashow that the likelihood of a vehicle occupant's being killed if ejected is 4 times greater than the likelihood of being killed ifthe occupant remains within the vehicle. Seat belts are 99 percent effective at preventing full ejection and 86 percenteffective at preventing partial ejection. Even if these compelling data are discounted to reflect differences in the vehiclepopulations being compared, they still lead the agency to determine that seat belts will enhance the safety of LSVoccupants in non-rollover crashes.

In on-road rollover crashes, the LSV occupants are likely to be injured, perhaps seriously, regardless of whether they arebelted or unbelted. The agency does not believe that the frequency or severity of on-road rollover injuries will increase ifLSV occupants use seat belts.

The conjectures by some commenters that it would be valuable to be able to jump out of an LSV are unsubstantiatedspeculation that is especially unpersuasive given the volume of data showing that ejection is extremely dangerous and thatseat belts are remarkably effective at preventing ejection. NHTSA notes that there may be less opportunity for, and lesspotential benefit from, attempting to jump out of an overturning LSV traveling down a road than one being driven on a golfcourse. Even if there is sufficient time for some occupants to jump out of a golf car during a rollover at speeds under 15miles per hour on a golf course, there is less likely to be an opportunity to do so during a rollover at 20 to 25 miles per hour.This seems especially true if an LSV rolls over on a road as a result of being struck by a larger, faster moving vehicle.Further, jumping out of an LSV traveling down a road at speeds up to 25 miles per hour onto the hard surface of that road intraffic is more likely to cause serious injury than jumping out of an LSV traveling at a speed of 15 miles per hour or less onto

the surface of a golf course. NHTSA also notes that people using seat belt equipped golf cars need not wear the seat beltswhile driving on a golf course.

Based on these considerations, the agency concludes that it is desirable to require seat belts in LSVs. The agency notesthat States and local jurisdictions are free to require safety belts on golf cars whose top speed does not exceed 20 miles perhour.

NHTSA will monitor the safety record of LSVs manufactured in compliance with Standard No. 500. Although the agencydoes not expect that crash data will bear out WLF's concerns, NHTSA, together with State and local authorities, will respondappropriately if any changes are needed.

3. Windshields.

The golf car industry argued that installation of an AS-1 windshield would require modification of the windshield mountingbrackets, would add weight to the upper area of a golf car, thereby increasing the likelihood of its rollover, and would beeasily shattered if struck by a golf ball. Accordingly, the industry recommended allowing a "shatter resistant polymer"windshield as a substitute.

Although NHTSA's reference standard, the City of Palm Desert requirements, did not specify the type of glazing to be usedin a windshield, NHTSA tentatively decided that safety would be enhanced by requiring a passenger car-type windshield,i.e., by requiring AS-1 glazing. One basis for this tentative decision was that AS-1 glazing is not subject to diminution of lighttransparence through haze and scratches. However, given the industry's concern in its comments on the NPRM that golf carsafety might be compromised were their windshields to be cracked by errant golf balls, the agency looked for acceptablealternatives.

The agency conducted a series of tests on various types of glazing materials using a projectile to simulate the impact of agolf ball. One type was AS-1 glazing. The AS-1 glazing effectively stopped a golf ball from penetration at the fastest

velocities at which a golf ball is likely to travel after being driven off a tee by the average male golfer. However, the impactcaused glass fragments of the reverse side of the glazing to be flung into the passenger compartment, creating a possiblesafety risk for occupants.

Another series of tests was conducted on an AS-6 motorcycle windshield made of "Lucite." When this acrylic plasticwindshield was impacted at approximately 120-125 miles per hour, it shattered.

Finally, a series of tests were conducted on polycarbonate plastic glazing at speeds up to 225 miles per hour. Nopenetration, clouding, or cracking/shattering occurred.

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NHTSA intends to examine the Federal lighting requirements presently applicable to motor driven cycles to judge theirappropriateness and feasibility for LSVs, and to consider whether any of the LSV lighting equipment should be required tomeet performance specifications such as those of the SAE or those currently included in Standard No. 108. The agency willalso consider the suggestions of some commenters. TSEI (018), CHP (028), Brownell (035), Ziolo (040), and SMVTechnologies (068) were concerned that, if lighting equipment were not required to comply with minimum Federalregulations for signals and visibility as well as physical endurance requirements, the danger of crashes will increase.

A further issue is whether the drivers of vehicles approaching LSVs from behind can detect them in a timely fashion. TSEIalso asked for identification of LSVs with a conspicuity device that would make it clear that these vehicles are operating atlower speeds. Ziolo suggested that they be equipped with a high-intensity flashing yellow lamp on the rear or on the top.

SMV Technologies recommended a retroreflective orange triangle to be applied front and rear. NHTSA will examine thesesuggestions. For the present, in consideration of these comments, it has added a rear reflex reflector to Standard No. 500'srequired lighting equipment.

NHTSA will also further examine braking performance issues as part of its crash-avoidance standards review.

The agency is also interested in considering further the appropriateness of applying other small-vehicle standards to LSVs,particularly with reference to occupant protection in crashes and safety from propulsion systems after crashes. The first ofthese standards is the golf car industry standard, Z130.1. Although this standard is predicated on a vehicle maximum speedof 15 miles per hour, the standard contains tests and procedures that warrant examination with respect to vehicles with amaximum speed of 20 to 25 miles per hour. For example, requirements are specified for static stability in both longitudinaland lateral test attitudes (9.6.3) and service and parking brake performance (9.6.4). Service brake performance tests areconducted on a horizontal flat surface at maximum vehicle speed. Specifications are also specified for battery installation(9.7) whose impact containment is demonstrated under a dynamic test in which a golf car is propelled at maximum speed

into a concrete or steel barrier in both forward and reverse directions. Golf cars are also subject to specifications for wiringsystems (paragraph 10.1, for electric-powered vehicles; paragraph 11.1, for gasoline-powered vehicles) and heat-generating components (paragraph 10.2, for electric golf cars; paragraph 11.2 for others). Gasoline-powered golf cars arealso subject to specifications for fuel systems (paragraph 11.3) whose impact containment is demonstrated in frontal andreverse barrier tests at maximum speed. These latter include containment in a roll-over situation.

NHTSA will also follow the ongoing SAE efforts to develop a standard applicable to "closed community vehicles." It isanticipated that this standard will address rollover characteristics of small vehicles with relatively high centers of gravity, andthe concomitant risk of leaking of fuel or caustic fluids into the passenger compartment in the event of a rollover.

Finally, the agency intends to examine the appropriateness of specifying strength requirements for seat belt anchorages inLSVs.

D. Compliance with other Statutory Requirements Relating to Safety and with Federal Statutes Regulating Non-Safety Aspects of Motor Vehicles

1. Other Statutory Requirements Relating to Safety

This rulemaking places NEVs and golf cars capable of exceeding 20 miles per hour in a new class of "motor vehicles," andexcludes them from the FMVSSs that they would otherwise have to meet. Notwithstanding their classification as LSVs,instead of passenger cars, these NEVs and golf cars remain subject to other safety statutes and regulations implementingChapter 301 that establish obligations for manufacturers of "motor vehicles," such as the requirement to file an identificationstatement under Part 566, Manufacturer Identification; to certify vehicles pursuant to Part 567, Certification; to providenotification and remedy of safety-related defects and noncompliances (49 U.S.C. §§ 30118-30120; Part 573, Defect andNoncompliance Reports; and Part 577, Defect and Noncompliance Notification); to retain records (Part 576, RecordRetention); and to provide consumer information (Part 575, Consumer Information Regulations). However, since LSVs areexcluded from the requirement of Standard No. 110 that they be equipped with tires complying with Standard No. 109,

NHTSA regards Part 574, Tire Identification and Recordkeeping, as inapplicable to manufacturers of LSVs, notwithstandingthat LSVs are "motor vehicles."

2. Federal Statutes Regulating Non-Safety Aspects of Motor Vehicles

NHTSA's vehicle safety program is but one of a number of Federal regulatory programs affecting motor vehicles. Othersinclude NHTSA's fuel economy, theft, property damage reduction (bumpers), and domestic content labeling programs, andthe Environmental Protection Agency's emissions program. Having been able to use the discretion granted the agency bythe Vehicle Safety Act to tailor the FMVSS to the particular safety problems and compliance capabilities of low-speedvehicles, NHTSA has considered whether the Congressional statutes regulating various non-safety aspects of motorvehicles give the agency similar discretion to determine whether and to what extent low-speed vehicles should comply withthe requirements of those statutes.

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a. Theft.

NHTSA issued Part 541, Federal Motor Vehicle Theft Prevention Standard, pursuant to 49 U.S.C. Chapter 331, TheftPrevention. The purpose of the standard is to reduce the incidence of passenger motor vehicle thefts by facilitating thetracing and recovery of parts from stolen vehicles. The standard seeks to facilitate such tracing by requiring marking ofmajor component parts of higher theft vehicle lines.

While LSVs subject to Standard No. 500 would be passenger motor vehicles under Chapter 331, NHTSA believes therewould not, for the immediate future, be any reliable way of evaluating their likely theft rates. This is because LSVs do notcurrently exist as a vehicle class, and they are sufficiently different from other classes of vehicles to make comparisons

related to theft unreliable. Thus, it could not be determined whether their rates were high enough to subject them to partsmarking.

Given that application of the Theft Prevention Standard is necessarily dependent on making determinations concerning theftrates, the agency has decided not to apply the standard to LSVs until there is sufficient information to make suchdeterminations. Once sufficient information becomes available, NHTSA will revisit this issue.

b. Content Labeling .

The American Automobile Labeling Act (AALA), codified at 49 U.S.C. § 32304, requires passenger motor vehicles to belabeled with information about their domestic and foreign content. More specifically, the Act generally requires each newpassenger motor vehicle to be labeled with the following five items of information: (1) U.S./Canadian parts content, (2) majorsources of foreign parts content, (3) the final assembly point by city, state (where appropriate), and country; (4) the countryof origin of the engine parts, and (5) the country of origin of the transmission parts. The Act specifies that the first two itemsof information, the U.S./Canadian parts content and major sources of foreign parts content, are calculated on a "carline"basis rather than for each individual vehicle. NHTSA's regulations implementing the AALA are set forth in Part 583,Automobile Parts Content Labeling.

NHTSA notes that the LSVs subject to Standard No. 500 come within the definition of "passenger motor vehicle" under theAALA. Therefore, manufacturers of LSVs are necessarily subject to the requirements of Part 583, subject to certainimportant limitations discussed below.

A manufacturer that produces LSVs from various parts at a final assembly point is subject to Part 583 in the same manneras manufacturers of passenger cars and light trucks. The manufacturer is required to affix the required label containingcontent information to all new LSVs. (27) The manufacturer must calculate the information for the label by using informationprovided to it by suppliers. Under Part 583, the manufacturer is required to request its suppliers to provide the relevantcontent information specified in Part 583, and the suppliers are required to provide the specified information in response to

such requests. The agency notes that it recently issued a letter of interpretation (dated March 5, 1998, and addressed toErika Z. Jones, Esq.) concerning how Part 583 applies to electric vehicles. This letter is available on NHTSA's website.

The agency has concluded that Part 583 does not, however, apply to dealers and entities that modify golf cars so that theirtop speed is increased so that it is between 20 and 25 mph. This conclusion is based on the overall structure of the AALA.The agency notes that it considered a similar issue in promulgating Part 583. NHTSA decided that alterers are not coveredby the Act. The agency explained: "Alterers modify completed vehicles, after they have left the manufacturer's finalassembly point. The parts they use are not considered equipment by [the AALA], because they are never shipped to thefinal assembly point." 59 FR 37321; July 21, 1994. The agency notes that while the golf cars these dealers and otherentities would be modifying are not considered motor vehicles prior to the modification, they are nonetheless completedvehicles after they have left the final assembly point. Therefore, NHTSA believes it is appropriate to apply the same resultas it reached for alterers.

c. Corporate Average Fuel Economy.

NHTSA observes that LSVs are expected to have very high fuel economy because of their small size. Accordingly, a fleetconsisting solely of LSVs should not have any difficulty meeting the corporate average fuel economy standards applicable topassenger motor vehicles and light trucks pursuant to 49 U.S.C. Chapter 329, Automobile Fuel Economy. The standardsare set forth at 49 CFR Parts 531 and 533. The agency notes that while it has the responsibility for setting fuel economystandards, the procedures for measuring and calculating fuel economy are established by EPA. See 49 U.S.C. § 32904.

NHTSA enforces the fuel economy standards based on information developed by EPA under those procedures. However,the present EPA test procedure specifies that test vehicles must operate during testing at speeds that are above thecapability of LSVs. Accordingly, the procedure cannot be used to measure the fuel economy of these vehicles.

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NHTSA will not enforce fuel economy standards, or regulations related to those standards (e.g., reporting requirements) forany vehicles for which EPA does not have procedures for measuring and calculating fuel economy. Manufacturers of LSVs,including modifiers of golf cars, should contact EPA concerning their emissions responsibilities and concerning any changesin that agency's procedures for measuring and calculating fuel economy.

d. Bumper Standards.

Under 49 U.S.C. Chapter 325, Bumper Standards, NHTSA is required to issue bumper standards for passenger motorvehicles. The purpose of that chapter is to reduce economic loss resulting from damage to passenger motor vehiclesinvolved in motor vehicle crashes. Under 49 U.S.C. § 32502(c), the agency may, for good cause, exempt from any part of a

standard a multipurpose passenger vehicle or a make, model, or class of a passenger motor vehicle manufactured for aspecial use, if the standard would interfere unreasonably with the special use of the vehicle.

NHTSA's regulations implementing Chapter 325 are set forth in Part 581, Bumper Standard. The standard applies topassenger motor vehicles other than multipurpose passenger vehicles. The agency has not applied Part 581 tomultipurpose passenger vehicles because of concerns that the standard could interfere with the use of these vehicles,particularly with respect to off-road operation.

In the NPRM, NHTSA proposed to conclude that LSVs are not passenger motor vehicles within the meaning of 49 U.S.C.Chapter 325, and that the bumper standard is therefore not applicable to LSVs. On further consideration, the agency hasdecided that it cannot make that conclusion consistent with Chapter 325. However, NHTSA has concluded that the specialuse rationale for not applying the Bumper Standard to multipurpose passenger vehicles also applies to LSVs subject toStandard No. 500. Many of these vehicles are golf cars or are largely derived from golf cars. All or most are currentlyintended for both on-road and off-road use. Application of the Bumper Standard to these vehicles could interfere with off-

road operation, e.g., the need of these vehicles to negotiate the uneven terrain of a golf course. Therefore, the agency findsgood cause for exempting them from Part 581.

V. Effective Date.

The agency has decided to make its vehicle classification changes and new Standard No. 500 effective upon the publicationof this final rule in the Federal Register. These actions relieve a restriction on the manufacturers of LSVs. They do so bybringing an immediate end to the regulatory conflict between State and local laws on the one hand and Federal laws on theother, and replacing the current impracticable and overly extensive set of Federal requirements with a set that is moreappropriate and reasonable for this new, emerging class of vehicles. NEV manufacturers and modifiers of golf cars wish tohave the opportunity to begin the manufacture and sale of vehicles complying with the new standard as soon as possible.

The golf car industry's initial 36-month lead time request was based upon the proposed lower threshold of 15 miles per hour,

the industry's opposition to seat belts and its wish to develop and implement an integrated rollover protection system thatmight require modifications to its existing vehicle designs. In its December 22, 1997 letter, NGCMA shortened the requestedlead time to 6 to 12 months, provided that seat belts were not required for their golf cars as originally manufactured. Thisrequest, like the first, was based on the proposed 15-mile-per-hour threshold. As noted above, the lower threshold has beenraised to 20 miles per hour in this final rule, thus excluding golf cars as they are now originally manufactured, and resolvingthe lead time concerns of the golf car manufacturers.

Bombardier indicated that its NEV is equipped to comply with the new standard, as proposed, and that it needed no leadtime. Information in the VRTC study indicates that the Global Electric MotorCars' NEV complies, except for red reflexreflectors and mirrors which can be readily added.

The remaining lead time issue concerns those golf car dealers who, on or after the effective date of the final rule, modify themaximum speed capability of golf cars so that it is between 20 and 25 miles per hour. The salient fact is that this rulemakingeliminates existing unnecessary restrictions on those modifications. Prior to the effective date, those speed modifications

have the effect of converting the golf cars into passenger cars, making it necessary for the modifiers to conform the golf carsto the FMVSSs for passenger cars. Since such conformance is not practicable, modifiers are currently legally unable toincrease the top speed of golf cars above 20 miles per hour. Beginning on the effective date, the legal obligations of themodifiers under the Vehicle Safety Act are significantly reduced. Instead of being responsible for conforming the golf carswith the FMVSSs for passenger cars, the modifiers will be responsible for conforming them with the less extensive array ofrequirements applicable to LSVs.

In consideration of the foregoing, the agency has decided to make this final rule effective upon the publication of this finalrule in the Federal Register. For the reasons discussed above, NHTSA finds that there is good cause for setting an effectivedate earlier than 180 days after issuance of the final rule is in the public interest. Accordingly, the final rule becomeseffective upon publication in the Federal Register.

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VI. Rulemaking Analyses and Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures

This action is not significant under Executive Order 12866 and has not been reviewed by the Office of Management andBudget under that Executive Order. Further, this action is not significant under the Department of Transportation'sRegulatory Policies and Procedure. NHTSA has prepared and docketed a final regulatory evaluation (FRE) for this final rule.

Since LSVs are a new type of motor vehicle, it is not possible to determine annual benefit and cost figures. As to benefits,the agency notes that the demand for sub-25 mph vehicles is currently being met primarily by fleet and personal golf cars

and by speed-modified golf cars that were not originally manufactured for on-road use. If the agency did not take the actionsspecified in this final rule, the demand would continue to be met in that manner. The vehicles would be equipped with atleast some of the safety features required by Standard No.500, but not seat belts except in the City of Palm Desert. Theissuance of this final rule ensures that the demand will be met in the future by vehicles originally manufactured for on-roaduse and equipped with the full array of safety features required by that standard.

As to the costs of producing NEVs and other LSVs in compliance with Standard No. 500, the significance of those costs canbe fully appreciated only by comparing them with the costs that the manufacturers of those vehicles would have had to bearin the absence of this rulemaking. If the agency had adopted the regulatory option of making no change in its regulationsand standards, LSV manufacturers would have been subject to the considerably more costly array of passenger carstandards.

As discussed previously in this document, manufacturers of both the Bombardier NEV and Global Electric MotorCars NEVhave designed their vehicles to incorporate basic safety equipment such as three-point seat belts, headlamps, and stoplamps before NHTSA's first public meeting in July 1996. In response to the NPRM, Bombardier termed the City of PalmDesert's requirements "entirely practicable" and remarked that "Indeed, Bombardier currently complies with these existingstate safety equipment requirements" (008). Although Global Electric MotorCars' predecessor, Trans2, was silent on thesubject, its lack of comment and request for "expedited rulemaking" leading to a final rule by "June 1997" has been read tomean that it, too, found compliance with Standard No. 500 to be practicable (007).

In NHTSA's judgment, the final rule will not affect golf car manufacturers since it applies only to vehicles with a top speed ofmore than 20 miles per hour and the industry has represented that it does not manufacture any such vehicles. Should a golfcar ever be modified to have a top speed capability of 20 to 25 miles per hour, it would then be subject to Standard No. 500.

In November 1993, the City of Palm Desert initiated a survey of golf car owners who registered their vehicles in its golf carprogram. The responses from 61 owners indicated that the cost to retrofit a golf car with the equipment prescribed by thatcity was an average of $150 in January 1994. At the July 1996 public meeting in the City of Palm Desert, an Arizona golf car

dealer estimated that the cost of adding the equipment required in Arizona (which does not include seat belts) could be ashigh as $400.

This latter figure roughly accords with NHTSA's own total equipment cost estimates for taking a golf car that complies withnone of the requirements in Standard No. 500 and modifying it to comply with the standard. In the FRE, the agencyestimates $357 for modifying a golf car to conform to Standard No. 500 with a two-point belt system, and $370 for achievingconformance with a three-point belt system (in 1997 dollars). Either type of belt system is permissible under the newstandard. NHTSA's cost estimates, however, do not cover the cost of modifications that a dealer or other commercial entityitself may deem desirable for the on-road use of a golf car, such as modifications to the brake system to accommodatefaster speeds. NHTSA estimates that the compliance costs for the two current makes of NEVs will be only about $25 sincethey already have most of the required equipment. The additional cost is for side and rear reflex reflectors, driver orpassenger side mirror, and a vehicle identification number label.

Regulatory Flexibility Act

The agency has also considered the impacts of this rulemaking action in relation to the Regulatory Flexibility Act (5 U.S.C.Sec. 601 et seq. I certify that this rulemaking action will not have a significant economic impact upon a substantial numberof small entities.

The following is NHTSA's statement providing the factual basis for the certification (5 U.S.C. Sec. 605(b)). The final ruleprimarily affects manufacturers of non-conventional motor vehicles not heretofore regulated by NHTSA. Under 15 U.S.C.Chapter 14A "Aid to Small Businesses", a small business concern is "one which is independently owned and operated andwhich is not dominant in its field of operation" (15 U.S.C. Sec. 632). The Small Business Administration's (SBA) regulationsat 13 CFR Part 121 define a small business, in part, as a business entity "which operates primarily within the United States."

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The record of this rulemaking indicates that there is only one entity in the United States that intends to produce an LSV asdefined by the final rule, Global Electric MotorsCars. As noted in a footnote above, Global Electric MotorCars has taken overTrans2 Corporation and will market the Trans2 as the "GEM." Therefore, it is "dominant in its field of operation." A secondentity that intends to manufacture LSVs, Bombardier, operates primarily outside the United States. There were four golf carmanufacturers who commented on the NPRM, E-Z-Go Textron, Club Car, Inc., Melex, Inc., and Western Golf Car, alllocated in the United States. Golf car manufacturers are not "manufacturers" of LSVs under the final rule because therecord indicates that none produces a vehicle whose maximum speed exceeds 20 miles per hour.

However, a person who modifies a golf car so that its maximum speed is between 20 miles and 25 per hour is a"manufacturer" of an LSV and is legally responsible for its compliance and for certifying that compliance. As noted above in

the discussion of the effective date, the salient fact with respect to the impact of this rulemaking on modifiers is that itreplaces one set of requirements with which the modifiers cannot comply with a set with which they can comply. Prior to thisfinal rule, those speed modifications convert the golf cars into passenger cars, making it necessary for the modifiers toconform the golf cars to the FMVSSs for passenger cars. Since this is not possible, modifiers have been legally unable tomodify golf cars so that their top speed exceeds 20 miles per hour. Beginning on the effective date of this final rule, the legalobligations of the modifiers under the Vehicle Safety Act are significantly reduced. Instead of being responsible forconforming the golf cars with FMVSSs for that type of vehicle, the modifiers are responsible for conforming them with theless extensive array of requirements applicable to LSVs. Further, the equipment necessary to comply with Standard No. 500can be obtained and added by modifiers readily and at moderate cost.

Further, small organizations and governmental jurisdictions will not be significantly affected. The testimony at the publicmeetings and comments to the docket indicate that the purchasers of LSVs will be private individuals who want a small,alternative mode of transportation instead of a conventional motor vehicle, as a second vehicle for use in their immediateresidential area. Nevertheless, the availability of these small vehicles to small organizations and governmental jurisdictions

may assist them in reducing costs associated with their motor vehicle fleets and in achieving local clean air goals.

Paperwork Reduction Act.

The vehicles affected by this final rule are presently classified as passenger cars and, as such, are subject to variousinformation collection requirements, e.g., Part 537, Automotive Fuel Economy Reports (OMB Control No. 2127-0019); Part566, Manufacturer Identification (OMB Control No. 2127- 0043); Consolidated VIN and Theft Prevention Standard andLabeling Requirements (Parts 541, 565 and 567)(OMB Control No. 2127-0510); Section 571.205, Glazing materials (OMBControl No. 2127-0038); Section 571.209, Seat belt assemblies (OMB Control No. 2127-0512); Part 573 Defect andNoncompliance Reports (OMB Control No. 2127-0004); Part 575, Consumer Information Regulations (OMB Control No.2127-0049); and Part 576, Record Retention (OMB Control No. 2127-0042). The final rule removes those vehicles from thepassenger car class and places them in a new class, i.e., low-speed vehicles. As low-speed vehicles, they remain subject tothose requirements.

Executive Order 12612 (Federalism) and Unfunded Mandates

This rulemaking has also been analyzed in accordance with the principles and criteria contained in Executive Order 12612.NHTSA has determined that this rulemaking does not have sufficient federalism implications to warrant the preparation of aFederalism Assessment. This final rule will, as a practical matter, have only limited effect on state and local regulation of thesafety equipment on golf cars and NEVs whose top speed qualifies them as LSVs.

The definition of LSV in Standard No. 500 does not encompass a golf car with a maximum speed of 20 miles per hour orless, or a NEV with a maximum speed of more than 25 miles per hour. Thus, this final rule has no effect on the ability ofstate and local governments to specify requirements for vehicles other than LSVs. State and local governments continue tobe able to adopt or continue to apply any safety equipment standard it wishes for golf cars with a maximum speed of 20miles per hour or less.

However, it does encompass golf cars and NEVs with a maximum speed greater than 20 miles per hour, but not greaterthan 25 miles per hour. Under the preemption provisions of 49 U.S.C. 30103(b)(1), with respect to those areas of a motorvehicle's safety performance regulated by the Federal government, any state and local safety standards addressing thoseareas must be identical. Thus, the state or local standard, if any, for vehicles classified as LSVs must be identical toStandard No. 500 in those areas covered by that standard. For example, since Standard No. 500 addresses the subject ofthe type of lights which must be provided, state and local governments may not require additional types of lights. Further,since the agency has not specified performance requirements for any of the required lights, state and local governmentsmay not do so either.

NHTSA is not aware of any aspects of existing state laws that might be regarded as preempted by the issuance of this finalrule. Those laws do not contain performance requirements for the items of equipment required by Standard No. 500.Further, state and local governments may supplement Standard No. 500 in some respects. They may do so by requiring the

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installation of and regulate the performance of safety equipment not required by the standard. NHTSA wishes to makeseveral other observations regarding the ability of state and local governments to make regulatory decisions regardingLSVs. First, NHTSA recognizes that while some states and local governments have taken steps to permit on-road use ofgolf cars and LSVs, others have not. In the agency's view, this final rule does not alter the ability of states and localgovernments to make that decision for themselves. Similarly, this rulemaking has no effect on any other aspect of State orlocal regulation of golf carts and NEVs, including classification for taxation, vehicle and operator registration, and conditionsof use upon their state and local roads.

Second, the agency notes that the issuance of Standard No. 500 does not require current owners of golf cars having a topspeed between 20 to 25 miles per hour to retrofit those golf cars with the equipment specified in the standard. Standard No.

500 applies to new LSVs only. The decision whether to require retrofitting of golf cars that are already on the road remainsin the domain of state and local law.

In issuing this final rule, the agency notes, for the purposes of the Unfunded Mandates Act, that it is pursuing the least costalternative for addressing the safety of LSVs. As noted above, the agency is substituting a less extensive, less expensiveset of requirements for the existing full array of passenger car safety standards. Further, the agency is basing almost all ofthe requirements of Standard No. 500 on state and local requirements for on-road use of golf cars. Finally, the agency hasnot, at this time, adopted any performance requirements for the required items of safety equipment other than seat belts.

State and local agencies in California and Arizona, including the California Air Resources Board, as well as Sierra ClubCalifornia and a Florida State University professor who analyzed the deployment of electric cars in the MetroDade TransitSystem Station Car Program, submitted comments suggesting that the final rule will encourage the manufacture and use ofelectric vehicles and thus have beneficial environmental effects. Southern California Edison and the Arizona EconomicDevelopment Department noted at the first public meeting that their statements about such beneficial effects included

consideration of power plant emissions. Commenters also indicated that any increase in the number of sub-25 mph vehiclesas a result of this rulemaking is likely to be primarily in vehicles powered by electricity as opposed to gasoline. There isalready a strong and growing interest in sub-25 mph cars that are electric. Commenters submitted data showing that over60 percent of conventional golf cars are electric and that the percentage has been fairly steadily increasing in this decade.Further, both NEVs are electric.

The agency agrees with these comments, and believes that the final rule will have a generally stimulating effect on thedeployment of electric LSVs. This final rule may also lead to modifications in the speed of conventional golf cars, andexpanded use of these vehicles as LSVs. According to VRTC, these modified vehicles, too, are likely to be electric vehicles.They are generally easier to modify than LSVs with internal combustion engines to gain cost-effective, significant increasesin speed.

It is the judgment of the agency that this rule will not result in significant impacts to the environment, within the meaning ofNational Environmental Policy Act. The increased use of zero-emission electric vehicles, in lieu of vehicles with internal

combustion engines, is likely to have a beneficial effect on the environment, particularly in urban corridors where airpollution is often greatest. However, inasmuch as LSVs are specialty vehicles with a relatively limited niche market, theenvironmental effects are necessarily limited in scope.

Civil Justice

The final rule does not have any retroactive effect. Under 49 U.S.C. 30103, whenever a Federal motor vehicle safetystandard is in effect, a state may not adopt or maintain a safety standard applicable to the same aspect of performancewhich is not identical to the Federal standard. Section 30163 sets forth a procedure for judicial review of final rulesestablishing, amending, or revoking safety standards. That section does not require submission of a petition forreconsideration or other administrative proceedings before parties may file suit in court.

List of Subjects

49 CFR Part 571

Imports, Motor vehicle safety, Motor vehicles, Incorporation by reference.

49 CFR Part 581

Imports, Motor vehicles, Incorporation by reference

In consideration of the foregoing, 49 CFR parts 571 and 581 are amended as follows:

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PART 571 - FEDERAL MOTOR VEHICLE SAFETY STANDARDS

1. The authority citation for part 571 continues to read as follows:

Authority: 49 U.S.C. 322, 30111, 30115, 30166; delegation of authority at 49 CFR 1.50.

2. Paragraph 571.3(b) is amended to add a definition of "low-speed vehicle" and to revise the definitions of "multipurposepassenger vehicle," and "passenger car," to read as follows:

§ 571.3 Definitions.

* * * * *

(b) * * *

Low-speed vehicle means a 4-wheeled motor vehicle, other than a truck, whose speed attainable in 1.6 km (1 mile) is morethan 32 kilometers per hour (20 miles per hour) and not more than 40 kilometers per hour (25 miles per hour) on a pavedlevel surface.

* * * * *

Multipurpose passenger vehicle means a motor vehicle with motive power, except a low-speed vehicle or trailer, designedto carry 10 persons or less which is constructed either on a truck chassis or with special features for occasional off-road

operation.

* * * * *

Passenger car means a motor vehicle with motive power, except a low-speed vehicle, multipurpose passenger vehicle,motorcycle, or trailer, designed for carrying 10 persons or less.

* * * * *

3. A new section 571.500 is added to read as follows:

§ 571.500 Standard No. 500; Low-speed vehicles.

S1. Scope. This standard specifies requirements for low-speed vehicles.

S2. Purpose. The purpose of this standard is to ensure that low-speed vehicles operated on the public streets, roads, andhighways are equipped with the minimum motor vehicle equipment appropriate for motor vehicle safety.

S3. Applicability. This standard applies to low-speed vehicles.

S4. (Reserved.)

S5. Requirements.

(a) When tested in accordance with test conditions in S6 and test procedures in S7, the maximum speed attainable in 1.6km (1 mile) by each low-speed vehicle shall not more than 40 kilometers per hour (25 miles per hour).

(b) Each low-speed vehicle shall be equipped with:

(1) headlamps,

(2) front and rear turn signal lamps,

(3) taillamps,

(4) stop lamps,

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(5) reflex reflectors: one red on each side as far to the rear as practicable, and one red on the rear,

(6) an exterior mirror mounted on the driver's side of the vehicle and either an exterior mirror mounted on the passenger'sside of the vehicle or an interior mirror,

(7) a parking brake,

(8) a windshield of AS-1 or AS-5 composition, that conforms to the American National Standard Institute's "Safety Code forSafety Glazing Materials for Glazing Motor Vehicles Operating on Land Highways," Z-26.1-1977, January 28, 1977, assupplemented by Z26.1a, July 3, 1980 (incorporated by reference; see 49 CFR 571.5).

(9) a VIN that conforms to the requirements of part 565 Vehicle Identification Number of this chapter, and

(10) a Type 1 or Type 2 seat belt assembly conforming to Sec. 571.209 of this part, Federal Motor Vehicle Safety StandardNo. 209, Seat belt assemblies, installed at each designated seating position.

S6. General test conditions. Each vehicle must meet the performance limit specified in S5(a) under the following testconditions.

S6.1. Ambient conditions.

S6.1.1. Ambient temperature. The ambient temperature is any temperature between

0 °C (32 °F) and 40 °C (104 °F).

S6.1.2. Wind speed . The wind speed is not greater than 5 m/s (11.2 mph).

S6.2. Road test surface.

S6.2.1. Pavement friction. Unless otherwise specified, the road test surface produces a peak friction coefficient (PFC) of 0.9when measured using a standard reference test tire that meets the specifications of American Society for Testing andMaterials (ASTM) E1136, "Standard Specification for A Radial Standard Reference Test Tire," in accordance with ASTMMethod E 1337-90, "Standard Test Method for Determining Longitudinal Peak Braking Coefficient of Paved Surfaces Usinga Standard Reference Test Tire," at a speed of 64.4 km/h (40.0 mph), without water delivery (incorporated by reference; see49 CFR 571.5).

S6.2.2. Gradient . The test surface has not more than a 1 percent gradient in the direction of testing and not more than a 2percent gradient perpendicular to the direction of testing.

S6.2.3. Lane width. The lane width is not less than 3.5 m (11.5 ft).

S6.3. Vehicle conditions.

S6.3.1. The test weight for maximum speed is unloaded vehicle weight plus a mass of 78 kg (170 pounds), including driverand instrumentation.

S6.3.2. No adjustment, repair or replacement of any component is allowed after the start of the first performance test.

S6.3.3. Tire inflation pressure. Cold inflation pressure is not more than the maximum permissible pressure molded on the

tire sidewall.

S6.3.4. Break-in. The vehicle completes the manufacturer's recommended break-in agenda as a minimum condition prior tobeginning the performance tests.

S6.3.5. Vehicle openings. All vehicle openings (doors, windows, hood, trunk, convertible top, cargo doors, etc.) are closedexcept as required for instrumentation purposes.

S6.3.6. Battery powered vehicles. Prior to beginning the performance tests, propulsion batteries are at the state of chargerecommended by the manufacturer or, if the manufacturer has made no recommendation, at a state of charge of not lessthan 95 percent. No further charging of any propulsion battery is permissible.

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S7. Test procedure. Each vehicle must meet the performance limit specified in S5(a) under the following test procedure.The maximum speed performance is determined by measuring the maximum attainable vehicle speed at any point in adistance of 1.6 km (1.0 mile) from a standing start and repeated in the opposite direction within 30 minutes.

* * * * *

PART 581 - BUMPER STANDARD

4. The authority citation for part 581 is revised to read as follows:

Authority: 49 U.S.C. 322, 30111, 30115, 32502, 32504; delegation of authority at 49 CFR 1.50.

5. Paragraph 581.3 is revised to read as follows:

§ 581.3 Application.

This standard applies to passenger motor vehicles other than multipurpose passenger vehicles and low-speed vehicles asdefined in 49 CFR part 571.3(b).

Issued on June 9, 1998

_______/S/______________

Ricardo Martinez, M.D.

Administrator

Billing Code 4910-59-P

[Signature page for RIN 2127-AG58]

(Final Rule)

1. While many members of the general public use the term "golf cart," the manufacturers of those vehicles use the term "golfcar." This final rule uses "golf car," except in those instances in which the other term is used in a quotation.

2. Some of the better known and most frequently-reported on examples of golf car communities are the City of Palm Desert,California, Sun City and Sun City West, Arizona, Peachtree City, Georgia (golf car operation there is restricted to dedicatedpaths), and Sun City Center and The Villages of Lady Lake, Florida.

3. State laws regarding the on-road use of golf cars appear to have gradually evolved in the last 15-20 years, particularly inthe last 5 years, so as to expand the extent to which golf cars can be used on public roads. Several distinct stages ofevolution are discernible:

o permitting golf car operators to cross public roads cutting through golf course;o permitting golf cars to be used on roads in vicinity of golf course to make trips to and from golf course within golf

community;o permitting golf car use on roads designated by local governments; ando permitting use of NEVs and golf cars with top speed of up to 25 miles per hour.

Some states have progressed through several stages in sequence, while others have apparently skipped the first severalstages and begun with one of the latter stages.

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4. Twelve states have a law permitting all-purpose trips with potentially broad areas: Arizona, California, Colorado, Florida,Georgia, Illinois (awaiting governor's signature), Iowa, Minnesota, Nevada, New Mexico, Texas, and Wyoming. One statehas a law permitting all-purpose trips within vicinity of a person's residence: South Carolina. Three states have a lawpermitting trips to and from golf course: Arkansas, Oregon and Wisconsin.

5. For the purpose of statutory provisions relating to golf car transportation plans, California defines a "golf cart" as "a motorvehicle having not less than three wheels in contact with the ground, having an unladen weight less than 1,300 pounds,which is designed to be and is operated at not more than 25 miles per hour and designed to carry golf equipment and notmore than two persons, including the driver." California Streets & Highways Code § 1951. (For all other purposes, CaliforniaVehicle Code § 345 continues to define "golf carts" as "a motor vehicle .... which is designed to be and is operated at not

more than 15 miles per hour ...") Arizona has a definition similar to § 1951, except that it specifies an unladen weight of lessthan 1,800 pounds and a capability of carrying not more than four persons, including the driver. A.R.S. § 28-101(22).

6. Arizona defines a "neighborhood electric vehicle" as an emission free motor vehicle with at least 4 wheels in contact withthe ground and an unladen vehicle weight of less than 1,800 pounds that is designed to be and is operated at no more than25 mph and is designed to carry no more than four persons. A.R.S. § 28-101(32). Colorado has a similar term anddefinition. C.R.S 42-1-102 (60.5).

7. This action is analogous to the agency's decision in 1968 to regulate small, low-powered motorcycles differently thanlarger, higher-powered motorcycles. To implement this decision, the agency established a subclass of motorcycles called"motor-driven cycles." NHTSA then determined which of the requirements in the safety standards for the larger, higher-powered motorcycles would be appropriate for application to motor-driven cycles. The agency excluded motor-driven cyclesfrom some requirements, while making them subject to other requirements. By means of this tailoring, the agency effectivelybalanced its responsibilities to assure that its standards:

o protect the public from unreasonable risk, and are practicable and appropriate for the particular vehicle type.

8. Manufacturers of custom golf cars, dealers and other commercial entities that modify golf cars, and manufacturers ofNEVs may wish to obtain a copy of NHTSA regulations (in Title 49 Code of Federal Regulations Parts 400-999 revised as ofOctober 1, 1997, available from a U.S. Government Bookstore). Among other things, these parties will need to obtain a VINidentifier from the Society of Automotive Engineers, as specified in Part 565. They will also have to prepare and affixcertification labels in accordance with Part 567 when their low-speed vehicles have been conformed and are ready for sale.Finally, they must file an identification statement that meets the requirements of Part 566 not later than 30 days afterbeginning manufacture of a low-speed vehicle.

9. Those types of glazing are defined in the American National Standard Institute's "Safety Code for Safety GlazingMaterials for Glazing Motor Vehicles Operating on Land Highways" Z26.1-1977, January 26, 1977, as supplemented byZ26.1a, July 3, 1980.

10. ANSI/NGCMA Z130.1-1993, "American National Standard for Golf Cars - Safety and Performance Requirements."

11. NGCMA represents the original equipment manufacturers of 95 percent of all golf cars manufactured and distributed inthe United States. Its four largest members, in terms of golf car production, are E-Z-GO, Club Car, Yamaha, and Melex.

12. The golf car industry indicated at NHTSA's July 25, 1996 public meeting that its members adhere to the standard "100percent."

13. The agency noted that there was one model of golf car whose top speed, as originally manufactured, reportedlyexceeded 15 miles per hour. No information relating to the production volume of that model was available at that time.

14. NGCMA confirmed that E-Z-GO, Yamaha, and Melex do not produce any golf cars whose top speed exceeds 15 milesper hour.

15. The potential crash energy of a vehicle increases at a greater rate than increases in the vehicle's speed. This isbecause an object's acceleration (or deceleration) equals the mass of the object times the velocity squared.

16. The requirement for seat belts was replaced in September 1997 by a provision authorizing, but not requiring golf carttransportation plans to include a requirement for seat belts.

17. After Trans2 submitted comments on the notice of proposed rulemaking in this proceeding, its assets were purchasedby Global Electric MotorCars (GEM) of Fargo, North Dakota.

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18. Indeed, it is possible that the very modifications that are made to enhance on-road performance could render speed-modified golf cars unsuitable for golf course use if their low speed torque is increased too much. Excessive torque coulddamage the turf on golf courses.

19. Although designed to be a census of all traffic fatalities, FARS does not contain all of the on-road golf car fatalitiesreported by CPSC to NHTSA. The submissions from CPSC include information on an additional seven deaths.

20. This number was confirmed in a June 3, 1988 telephone conversation with Detective Jeffrey Childs of the MaricopaCounty Sheriff's Department.

21. The figures in the columns are not additive because some injuries fit into more than one category.

22. Passed by legislature May 6, 1998; sent to Governor June 4, 1998.

23. Motorcycles are already subject to a variety of FMVSSs.

24. In submissions made after the NPRM, NGCMA stated that sales of new golf car are divided into two categories; "fleetgolf cars" and "personal golf cars." Fleet golf cars are sold directly to golf courses. They comprise approximately 89 percentof sales. In an April 16, 1998 letter, NGCMA estimated that fleet golf cars have a maximum speed of approximately 12 milesper hour or less. Personal golf cars are sold to individuals, and comprise approximately 11 percent of sales.

25. NHTSA notes that in the 30 years since the creation of the motor-driven cycle subclass, there has not been anyincrease in the level of horsepower that divides those vehicles from other motorcycles.

26. In a May 27, 1998 telephone conversation with an agency official, Mr. Paul Schwartz, Chairman of the TransportationCommittee, Sun City Homeowners Association, Inc., said his association continued to support seat belts. In a May 28, 1998telephone conversation, Mr. Noel Willis, President of the Sun City West Property Owners-Residents Association, said hisassociation has no position on seat belts in golf cars.

27. A manufacturer that produces a total of fewer than 1000 passenger motor vehicles in a model year is subject to morelimited labeling requirements. See 49 CFR § 583.5(g).

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Annexe 3

Synthèse des définitions, normes et règles d’opérationCanada, États-Unis et Europe

CANADA ETATS-UNIS EUROPERÉGLEMENTATION

Autorité FédéraleTransports Canada

FédéraleNational Highway TrafficSafety Administration

Communauté européenne

En vigueur 27 juillet 2000 17 juin 1998 18 mars 2002Enregistré SOR/2000-304 49 CFR Part 571 2002/24/CE

Véhicule basse vitesse :autre qu’un véhicule toutterrain, un camion ou

véhicule importétemporairement :• Propulsé par un moteur

électrique• Ne produit aucune

émission• Roule sur 4 roues à une

vitesse comprise entre 32et 40 km/h

Low speed vehicle :Véhicule muni de 4 roues,autre qu’un camion, dont la

vitesse maximale excède les20 mph (32 km/h) sansdépasser les 25 mph (40km/h)

Les quadricycles :1- Légers

Assimilés à des cyclomoteurs

Véhicule sans permis voitureMasse vide : 350 kg maxVitesse : 45 km/h maxPuissance : 4 KW max

2- LourdsNécessite un permis voitureMasse vide : 400 kg ou 550 kg(transport marchandise)Vitesse : 60 km/h maxPuissance : 15 KW

Révisé I 3 octobre 2005• Inclusion des petits

camions• Poids limité à 1134 kg

(2 500 livres)

1 janvier 2007Réglementation européenne du

permis : catégorie AM pour lesquadricycles légers :• permis théorique obligatoire

Révisé II

(Gazette Parti e 1) enprocessus de

consultation :• Panneau indicateur de

véhicule lent• Inclusion des petits

camions avec un poidsmax. de 1 361 kg

• Précision du type devitrage

• Clarifier la raison del’établissement de cettecatégorie de véhicules

5 juin 2006• Poids limité à 1 361 kg

(3 000 livres)

NORMES TECHNIQUESAutorité Fédérale

Transports Canada

Fédérale

National Highway TrafficSafety Administration

Communauté Européenne

En vigueur 16 août 2000 1998Enregistré NSVAC 500 FMVSS 500 2002/24/CE

• Des phares• Des clignotants avant et

arrière• Des feux arrière• Des feux d’arrêt

• Des phares• Des clignotants avant et

arrière• Des feux arrière• Des feux d’arrêt

• Couple maximal etpuissance maximale […]

• Mesures contre lamanipulation descyclomoteurs et motocycles

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Annexe 3

• Des cataphotes routes[…]

• Deux miroirs extérieurs[…]

• Un frein de stationnement•

Un pare-brise de type AS-1 ou AS-5 […]• Un NIV […]• Des ceintures de sécurité

du type 1 ou du type 2[…]

• Des cataphotes routes[…]

• Deux miroirs extérieurs[…]

• Un frein de stationnement•

Un pare-brise de type AS-1 ou AS-5 […]• Un NIV […]Des ceintures de sécurité dutype 1 ou du type 2 […]

• Réservoirs de carburant• Vitesse maximale• Mesures contre la pollution• Masse et dimension• Dispositif d’attelage et

fixation […]• Freinage• Pneumatique• Avertisseur acoustique• Dispositifs d’éclairage […]• Rétroviseurs• Dispositifs de protection […]• Saillies extérieures• Vitrages, essuie-glace,

lave-glace, dégivrage,désembuage […]

• Ancrages des ceintures• Indicateur de vitesse•

Identification descommandes […]

RÈGLES D’OPÉRATIONAutorité Provinciale États Communauté européenne

Pays membresColombie-Britannique :Division 24 du Motor Vehicle

Act Regulations autorisantles VBV à circuler sansrestriction sur les routes de40 km/h et moins et sur lesroutes de 50 km/h et moinssi approuvé par les autoritéslocales ou si la municipalitéréglemente l’opérationspécifiquement sur sesroutes.1

OntarioBill 169 The TransportationStatute Law Amendment Actautorisant les projets pilotesde VBV.2

QuébecLoi modifiant le Code de laSécurité routière adoptée le19 décembre 2007 et

sanctionnée le 21 décembre2007 – article 813

• 46 états et 1 districtautorisent la circulationdes VBV dont :o 39 sur les routes de 35

mph (56 km/h) etmoins

o

4 sur les routes de 25mph (40 km/h)

•

4 états interdisent lacirculation des VBV

• 13 états exigent que lesVBV soient électriques

• 2 états (Washington –Montana) ont adopté uneloi pour permettre lacirculation du « Mediumspeed vehicle » (vitessemaximale du véhicule à35 mph – 56 km/h avecplus d’éléments desécurité).

Europe :• Réglementation du permis :

o Âge conseillé 16 anso Sans permis obligatoire

pour les quadricycleslégers (avant 2007)

o

Obtention d’un permisthéorique (après 2007)

o

Permis B1 pour lesquadricycles lourds

Pays membres :• Permis entre 14 et 18 ans

au choix des pays• Choix d’ajouter un examen

pratique, une formationpratique, un examenmédical.

1 British Columbia Ministry of transportation, , Zero Emission Electric Vehicles, février 2008

2 Ontario Ministry of transportation, www.mto.gov.on.ca/english/dabdv/vehicle/emerging

3 http://www2.publicationsduquebec.gouv.qc.ca/dynamicSearch/telecharge.php?type=5&file=2007C40F.PDF

http://www2.publicationsduquebec.gouv.qc.ca/dynamicSearch/telecharge.php?type=5&file=2007C40F.PDF

http://www.mto.gov.on.ca/english/dabdv/vehicle/emerging



http://www.mto.gov.on.ca/english/dabdv/vehicle/emerging

7/21/2019 Annexes


Transports Canada Transport Canada

Sécurité et sûreté Safety and Security

Sécurité routière Road Safety

Division des normes et règlements

DOCUMENT DE NORMES TECHNIQUES

Nº 500, Révision 1

Véhicules à basse vitesse

Le texte du présent document repose sur la Federal Motor

Vehicle Safety Standard No. 500, Low Speed Vehicles, publiéedans le Code of Federal Regulations des États-Unis, titre 49,

partie 571, révisé le 1er octobre 2005.

Date d'entrée en vigueur : le 9 décembre 2006Date de conformité obligatoire : le 9 juin 2007

Direction de la recherche et du développement en matière de normesDirection générale de la sécurité routière et de la réglementation automobile

TRANSPORTS CANADAOttawa (Ontario)

KIA ON5

7/21/2019 Annexes


Document de normes techniquesNuméro 500, Révision 1

Véhicules à basse vitesse

(This document is also available in English.)

Introduction

Conformément à l’article 12 de la Loi sur la sécurité automobile, un Document de normestechniques (DNT) reproduit un texte réglementaire d’un gouvernement étranger (par ex., une Federal Motor Vehicle Safety Standard publiée par la National Highway Traffic Safety

Administration des États-Unis). Conformément à la Loi, le Règlement sur la sécurité des

véhicules automobiles peut modifier ou supplanter certaines dispositions incluses dans unDNT ou prescrire des exigences supplémentaires. En conséquence, il est recommandéd’utiliser un DNT conjointement avec la Loi et le Règlement pertinent. À titre indicatif,

lorsque le Règlement correspondant comporte des exigences supplémentaires, des notes en bas de page indiquent le numéro du paragraphe portant modification.

Les DNT sont révisés de temps à autre afin d’y incorporer les modifications apportées audocument de référence et un avis de révision est publié dans la Partie I de la Gazette du

Canada. Un numéro de révision est assigné à tous les DNT, « Révision 0 » indiquant laversion originale.

Identification des changements

Afin de faciliter l’incorporation d’un DNT, certains changements de nature non technique peuvent être apportés au texte réglementaire étranger. Il peut s’agir de la suppression de

mots, d’expressions, de figures ou de passages qui ne s’appliquent pas aux termes de la Loiou du Règlement, de la conversion d’unités impériales en unités métriques, de la suppressionde dates périmées et de remaniements mineurs du texte. Les ajouts sont soulignés, et lesdispositions qui ne s’appliquent pas sont rayées. Lorsqu’un passage complet a été supprimé,il est remplacé par « [PASSAGE SUPPRIMÉ] ». Des changements sont aussi apportés dansles exigences relatives aux rapports ou dans la référence à un texte réglementaire étranger quine s’applique pas au Canada. Par exemple, le nom et l’adresse du Department of Transportation des États-Unis sont remplacés par ceux du ministère des Transports.

Date d’entrée en vigueur et date de conformité obligatoire

La conformité aux exigences d’un nouveau DNT n’est obligatoire que six mois après la publication dans la Partie II de la Gazette du Canada du règlement qui l’incorpore par renvoi. Dans le cas d’une révision, la conformité n’est obligatoire que six mois après la publication de l’avis de révision dans la Partie I de la Gazette du Canada, à la condition queles exigences de la version antérieure continuent d’être remplies. La conformité volontaireest autorisée à compter de la date d’entrée en vigueur du DNT .

ANNEX

7/21/2019 Annexes


Véhicules à basse vitesse DNT No 500, Révision 1

En vigueur : le 9 décembre 2006 ii

Version officielle des Documents de normes techniques

Les Documents de normes techniques peuvent être consultés électroniquement dans lesformats HTML et PDF sur le site Web du ministère des Transports àwww.tc.gc.ca/securiteroutiere/mvstm_tsd/index_f.htm. La version PDF est une réplique duDNT publié par le Ministère et elle doit être utilisée aux fins d’interprétation et d’application

juridiques. La version HTML est fournie à titre d’information seulement.

(Original signé par)

Directeur, Recherche et développement enmatière de normes

pour le ministre des Transports,de l’Infrastructure et des Collectivités

Ottawa (Ontario)

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En vigueur : le 9 décembre 2006 iii

TABLE DES MATIÈRES


VÉHICULES À BASSE VITESSE

Introduction _______________________________________________________________ i

S1. Portée________________________________________________________________ 1

S2. Objet ________________________________________________________________ 1

S3. Domaine d’application __________________________________________________ 1

S4. [Espace réservé] _______________________________________________________ 1

S5. Exigences ____________________________________________________________ 1

S6. Conditions générales d’essai _____________________________________________ 2

S7. Méthode d’essai _______________________________________________________ 3

7/21/2019 Annexes



VÉHICULES À BASSE VITESSE

Le texte du présent document repose sur la Federal Motor Vehicle Safety

Standard No. 500, Low Speed Vehicles, publiée dans le Code of Federal

Regulations des États-Unis, titre 49, partie 571, révisé le 1er octobre 2005.

S1. Portée

Le présent document de normes techniques (DNT) La présente norme prescrit les exigencesrelatives aux véhicules à basse vitesse.

S2. Objet

L’objet du présent DNT de la présente norme est de s’assurer que les véhicules à bassevitesse qui circulent sur les rues et les routes publiques et les autoroutes sont munis del’équipement minimal approprié à la sécurité des véhicules automobiles.

S3. Domaine d’application

[PASSAGE SUPPRIMÉ] Aux fins d’application, se référer à l’Annexe III et au paragraphe 500(1) de l’Annexe IV du Règlement sur la sécurité des véhicules automobiles.

S4. [Espace réservé]

S5. Exigences

a) Lors d’un essai mené conformément aux conditions d’essai précisées à S6 et lesméthodes d’essai stipulées à S7, la vitesse maximale que tout véhicule à bassevitesse peut atteindre sur une distance de 1,6 km (1 mille) ne doit pas dépasser 40 km/h (25 mi/h).

b) Tout véhicule à basse vitesse doit être muni des éléments suivants :

(1) Des phares

(2) Des clignotants avant et arrière

(3) Des feux arrière(4) Des feux d’arrêt

(5) Des réflecteurs rouges : un de chaque côté, le plus à l’arrière possible, et unautre à l’arrière du véhicule

(6) Un miroir extérieur installé du côté du conducteur ainsi qu’un miroir extérieur du côté du passager ou un miroir intérieur

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En vigueur : le 9 décembre 2006 2

(7) Un frein de stationnement

(8) Un pare-brise conforme à l’article 205, Vitrages, du Règlement sur la sécurité

des véhicules automobiles (RSVA) la norme de sécurité fédérale sur lesvéhicules automobiles qui s’applique aux vitrages (49 CFR 571.205)

(9) Un NIV conforme aux exigences de l’article 115, Numéro d’identification duvéhicule, du RSVA, la partie 565, Vehicle Identification Number , de ce chapitre

(10)Des ceintures de sécurité de type 1 ou de type 2 conformes à l’article 209,Ceintures de sécurité, du RSVA sec. 571.209 de cette partie, Federal Motor Vehicle Safety Standard no 209, Seat belt assemblies, et installées à chaque place assise désignée.

S6. Conditions générales d’essai

Tout véhicule doit se conformer à la limite de performance précisée à S5a) dans lesconditions d’essai suivantes.

S6.1 Conditions ambiantes

S6.1.1 Température ambiante. La température ambiante correspond à toute températuresituée entre O°C (32°F) et 40°C (104°F).

S6.1.2 Vitesse du vent. La vitesse du vent s’élève à au plus 5 m/s (11,2 mi/h).

S6.2 Surface d’essai de la chaussée

S6.2.1 Adhérence de la chaussée. À moins d’indication contraire, la surface de la chaussée

a un coefficient maximal d’adhérence équivalent à 0,9 lors d’un essai avec un pneu deréférence conforme à la norme E-1136 de l’American Society for Testing and Materials(ASTM), Standard Specification for a Radial Standard Reference Test Tire, et conformémentà la méthode E-1337-90 de l’ASTM, Standard Test Method for Determining Longitudinal

Peak Braking Coefficient of Paved Surfaces Using a Standard Reference Test Tire, à unevitesse de 64,4 km/h (40,0 mi/h), sans tenir compte des projections d’eau (incorporé par renvoi; voir 49 CFR 571.5).

S6.2.2 Pente. La surface d’essai a une pente d’au plus 1 p. cent dans la direction de l’essaiet d’au plus à 2 p. cent dans le sens perpendiculaire à la direction de l’essai.

S6.2.3 Largeur de la chaussée. La largeur de la chaussée est d’au moins 3,5 m

(11,5 pieds).

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En vigueur : le 9 décembre 2006 3

S6.3 État du véhicule

S6.3.1 Le poids d’essai à la vitesse maximale correspond au poids du véhicule sans charge, plus une masse de 78 kg (170 livres), y compris le conducteur et les instruments.

S6.3.2 Aucun réglage, aucune réparation ni aucun remplacement de quelque élément que cesoit n’est permis après le début du premier essai de comportement.

S6.3.3 Pression de gonflage des pneus. La pression de gonflage des pneus à froid s’élèveau plus à la pression maximale indiquée sur le flanc du pneu.

S6.3.4 Rodage. Au début des essais de comportement, le véhicule est conforme auxrecommandations du fabricant en matière de rodage.

S6.3.5 Ouvertures du véhicule. Toutes les ouvertures du véhicule (portières, glaces, capot,coffre, toit décapotable, portières de chargement, etc.) sont fermées, sous réserve desexigences qu’impose l’installation d’instruments.

S6.3.6 Véhicules électriques. Avant le début des essais de comportement, les batteries de propulsion sont chargées selon les recommandations du fabriquant ou, lorsque le fabriquantn’a fait aucune recommandation, elles sont chargées à au moins 95 p. 100. Les batteries de propulsion ne peuvent pas être rechargées en cours d’essai.

S7. Méthode d’essai

Tout véhicule doit se conformer à la limite de comportement précisée à S5(a) conformémentà la méthode d’essai suivante. Le comportement à vitesse maximale est déterminé enmesurant la vitesse maximale qui peut être atteinte par le véhicule à tout moment sur unedistance de 1,6 km (1 mille), compte tenu d’un départ arrêté, et la performance doit être

confirmée en faisant de nouveau le trajet en sens inverse dans les 30 minutes qui suivent.

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REGISTRAR’S CIRCULARNo: 15/00

September 21, 2000

SUBJECT: NEW VEHICLE CLASS FOR LOW SPEED VEHICLES (LSVs)

Senior VP, Operations Superintendent of Motor Vehicles Manager - Customer Affairs

AVP, Product and Service Development Managers – Victoria Office Provincial Manager, Driver Licensing - P

Regional VPs Managers – Compliance Weigh Scales

Registrar of Drivers and Vehicles Motor Vehicle Inspectors Carrier Safety Inspectors

Managers – Driver Licensing Law Enforcement Agencies ICBC Appointed Agents

Government Agencies (Authorized) Dangerous Goods Inspectors Driver Examiners

Motor Carrier Department Managers - Policy and Programs Manager - Customer Contact

Manager - Product Development Media Relations Co-ordinator Commercial Transport Inspectors

Drivers Service Centres Manager, Communications - Licensing Driving School Inspectors

Community Managers

Purpos e of Circular:

To inform Points of Service (POS) and law enforcement of the creation of the vehicle class“Low Speed Vehicle” (LSV) and of the interim licensing and operating policy for thesevehicles.

Background:

On August 16, 2000, new minimum safety requirements for Low Speed Vehicles (LSVs)were introduced into the federal Motor Vehicle Safety Act. This enables LSVs to be legallyimported, distributed, manufactured and sold in Canada. The safety requirements for LSVsdiffer significantly from passenger vehicles; therefore, a new vehicle class for LSVs has

been created. A LSV is defined as “a vehicle, other than an all terrain vehicle, a truck, or a vehicleimported temporarily for special purposes, that is: powered by an electric motor; producesno emissions; and, is designed to travel on four wheels and has an attainable speed in 1.6km of more than 32 km/h but not more than 40 km/h on a paved level surface.”

Although the federal safety requirements for LSVs have been prescribed (see attachedTechnical Standards Document 500), it is incumbent upon the provincial jurisdictions todevelop the licensing and operating conditions for these vehicles.

ICBC is continuing to work with internal and external stakeholder groups to establish aregulatory model to enable the on-road operation of LSVs in the Province. ICBC remains

focussed on the development of the regulations; however, temporarily, ICBC has introducedan interim licensing policy to allow LSVs to operate on BC roads, under restrictedconditions.

The policy indicates that in addition to the federal safety standards, LSVs must comply withprovincial safety standards applicable to all motor vehicles, as prescribed under the Motor Vehicle Act Regulations, such as the ability to meet prescribed stopping distances, andmandatory equipment requirements (i.e., windshield wipers, bumpers, horn, etc.).

Additionally, LSVs must comply with existing slow-moving vehicle requirements asprescribed under the Motor Vehicle Act and Regulations and certain restrictions under theHighway Act Regulations.

ANNEX

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REGISTRAR’S CIRCULARNo: 15/00

September 21, 2000

Recognizing that the interim policy does not address all of the issues of external or internalstakeholders, the policy was introduced as a temporary measure prior to the development of

a viable operational model.

New Procedures:

Effective August 16, 2000, LSVs may be licensed, registered and insured in BritishColumbia.

Under this interim policy, LSVs would be required to operate similar to slow-moving farmvehicles and meet the following requirements:

• Operate in accordance to Division 7B of the Motor Vehicle Act Regulations.

• Display “Slow Moving Warning Device”: a sign that meets C.S.A. Standard D 198-1967.

• Illuminate amber non-rotating flashing lamps as warning lights.

• Must drive the vehicle in the right hand lane, or as closely as practicable to the right hand

curb.

• Slow moving vehicles are prohibited from operating on Schedule 1 Highways asprescribed under section 19.07 of the Motor Vehicle Act Regulations.

• Slow moving vehicles are restricted from major bridges and tunnels as prescribed under Division 2 of the Highway Act Regulations.

Points of Service and Law Enforcement:

• LSVs must be registered, licensed and insured prior to operating on BC roads.

• LSVs will be issued passenger vehicle number plates.

• LSVs must comply with all vehicle operating requirements under the Motor Vehicle Actand Regulations and, until further notice, must meet the slow moving vehiclerequirements as prescribed under the Motor Vehicle Act and Regulations and theHighway Act Regulations.

• Drivers of LSVs are required to hold a valid class 5 or 7 driver’s licence.

• LSVs may not be used for road tests to obtain a driver’s licence.

Rod DaveyRegistrar of Drivers and Vehicles

attachment

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Ministry of Transportation

Climate Action Program Mailing Address:PO Box 9850 Stn Prov Govt

Victoria BC V8W 9T5

Telephone: 250 387-7671

Location:5th Floor – 940 Blanshard Street

Victoria, BC V8W 9T5

www.gov.bc.ca/tran

February 20th, 2008

Attention: Industry and Community StakeholdersRegarding: Consultation on Motor Vehicle Act Regulation Changes – Zero Emission Electric Vehicles

Dear Sir or Madame,

Your comments are requested on the Ministry of Transportation’s proposed change to the Motor Vehicle ActRegulations (MVAR). On November 29

th, 2007, as part of the Province’s efforts to take action on climate

change, the Honorable Kevin Falcon announced that the Ministry of Transportation intends to implement aregulation change to facilitate the broader use of zero emission electric vehicles.

A low speed zero emission electric vehicle is a vehicle powered by an electric motor, which produces noemissions, and can achieve a speed of 40 km/h. Presently, this vehicle is categorized under Division 7 of theMVAR and regulated as a “slow moving vehicle”. To this end, this vehicle can currently be operated on

roadways if its four-way flashers are used and appropriate warning signage is displayed. Under the proposedregulation, the vehicle will be officially defined in Division 24 of the MVAR and permitted to travel on certainroadways where safe and appropriate, such as certain areas where there are limited opportunities to mix withother types of vehicles operating at higher speeds and on specified roads for activities such as, but not limitedto, shopping, socialization and recreation.

To facilitate the safe operation of these zero emission electric vehicles, they will be permitted to travel withoutrestriction on any roadway with a speed limit of 40 km/h or lower. The vehicles will also be able to travel onroadways with a speed limit of 50 km/h, but only if approved by the local road authority or the municipality enactsa bylaw designating the route. These parameters are intended to facilitate increased use of the vehicle whilepreserving local autonomy in designating safe and appropriate operating areas.

In order to encourage use of this clean transportation option and gain further understanding of its operatingperformance the Ministry of Transportation seeks to engage partners in opportunities suitable to these vehiclessuch as parks, ferry terminals, university campuses, airport terminals and resort communities. Through 2009,the Province will monitor vehicle operation and user feedback to determine the rate of interest and success.

A summary of the proposed regulation change is attached and your feedback is appreciated. Any questions orwritten comments should be sent prior to February 29

th, 2008 to the attention of Nathan Popp at

[email protected] or by mail to:

Ministry of TransportationPO Box 9850 Stn Prov Govt2C – 940 Blanshard Street, Victoria, BC V8W 9T5

The Ministry of Transportation looks forward to your feedback as we work to implement the proposed regulatorychange.

Sincerely,

Nathan PoppSenior Project MangerClimate Action Program

ANNEXE

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Zero Emission Electric VehiclesProposed Regulatory Change

Overview

• A new regulation will define a low speed Zero Emission Electric Vehicle (ZEV) and establish thevehicle’s operating conditions. These ZEVs will be able to operate on designated roads and incontrolled areas with speed limits up to 50 km/h.

Policy Background

• Transport Canada set standards in 2000 defining a Low Speed Vehicle (LSV)1 as a vehicle

powered by an electric motor, designed to travel on four wheels, which generates no emissions,and which must attain a speed of 32 km/h but not more than 40 km/h on a paved level surface.

• At that time, the province allowed vehicles that met federal standards to operate provided theycomplied with requirements for “slow moving vehicles”, which included using flashing lights andwarning signage.

Proposed Regulation Change

• Low speed ZEVs will be defined in Division 24 of the Motor Vehicle Act Regulations. They will beremoved from the Division 7 “Slow Moving Vehicle” category and permitted to travel on certainroadways with speed limits up to 50 km/h.

• The vehicle will be able to travel without restriction on any road that is 40 km/h or lower. Theymay also travel on roads with a speed limit of 50 km/h, with the approval of the local road authorityor if the municipality enacts a bylaw and the route is designated for low speed ZEV use.

• Existing licensed vehicles that operated as “slow moving vehicles” as of the date of theannouncement will be grandfathered and allowed to continue operating according to the “slow

moving vehicle” provisions.

Proposed Areas for Vehicle Operation

• Potential areas include university campuses, parks, airport terminals, ferry terminals, resortcommunities and other areas where ZEVs have limited opportunities to mix with other types ofvehicles operating at higher speeds.

• ZEVs will also be allowed to operate on specified routes with a maximum speed of 50 km/h unlessthe route has designated lanes that are identified and marked specifically for slow vehicles, suchas mixed-use bike lanes, or dedicated lanes adjacent to roadways.

• Areas of low speed ZEV operation will be clearly marked at points of entry.

• The Ministry will work with stakeholders to monitor vehicle operation and gather user feedback.Through 2009, the vehicle’s operation will be assessed and a review will be completed.

1

Low Speed Zero Emission Electric Vehicles (ZEV) are also referred to as Low Speed Vehicles (LSV).

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1ST SESSION, 38TH LEGISLATURE, ONTARIO54 ELIZABETH II, 2005

1re SESSION, 38e LÉGISLATURE, ONTARIO54 ELIZABETH II, 2005

Bill 169 Projet de loi 169

An Act to amend the

Highway Traffic Act

and to amend and repeal

various other statutesin respect of

transportation-related matters

Loi modifiant le

Code de la route

et modifiant et abrogeant

diverses autres loisà l’égard de questions relatives

au transport

The Hon. H. TakharMinister of Transportation

L’honorable H. Takhar

Ministre des Transports

Government Bill Projet de loi du gouvernement

1st Reading February 21, 2005

2nd Reading

3rd Reading

Royal Assent

1re lecture 21 février 2005

2e lecture

3e lecture

Sanction royale

Printed by the Legislative Assemblyof Ontario

Imprimé par l’Assemblée législativede l’Ontario

ANNEXE 7

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EXPLANATORY NOTE NOTE EXPLICATIVE

Schedule A to the Bill amends the Highway Traffic Act . Sched-ule B amends the Planning Act and the Public Transportationand Highway Improvement Act and repeals the City of Toronto

Act (Traffic Calming), 2000.

L’annexe A du projet de loi modifie le Code de la route.L’annexe B modifie la Loi sur l’aménagement du territoire et la

Loi sur l’aménagement des voies publiques et des transports encommun et abroge la loi intitulée City of Toronto Act (TrafficCalming), 2000.

Schedule A – Amendments to the Highway Traffic Act

The following amendments create new ways of using highways: Annexe A

– Modification du Code de la route

Les modifications suivantes autorisent de nouveaux modesd’utilisation des voies publiques :

Section 128 of the Act is amended to permit municipalities to pass by-laws prescribing a speed limit of 30 kilometres per hour in traffic calming areas.

L’article 128 du Code est modifié pour autoriser les municipali-tés à adopter des règlements municipaux prescrivant une vitessemaximale de 30 kilomètres à l’heure dans les zones de ralentis-sement de la circulation.

New section 128.0.1 allows for the use of variable speed limitson designated highways or parts of highways. The Ministrymay set different speed limits to apply, at different times, todifferent highways or parts of highways and to different lanes,directions of travel and classes or types of motor vehicles on adesignated highway.

Le nouvel article 128.0.1 autorise l’utilisation de vitesses maxi-males variables sur les voies publiques ou sections de voies

publiques désignées. Le ministère peut fixer des vitesses maxi-males différentes qui s’appliquent, à des moments différents, àdes voies publiques ou sections de voies publiques différentes età des voies, sens de la circulation et catégories ou types de véhi-cules automobiles différents sur une voie publique désignée.

New section 154.1 allows the Minister to designate any lane as ahigh occupancy vehicle lane and to limit the use of that lane to prescribed classes or types of vehicles with a specified number of occupants.

Le nouvel article 154.1 autorise le ministre à désigner toute voiecomme voie réservée aux véhicules multioccupants et à limiterson utilisation aux catégories ou types prescrits de véhiculestransportant un nombre précisé d’occupants.

New Part XVI (Pilot Projects) is added to the Act. This allowsthe Lieutenant Governor in Council by regulation to authorize or establish a pilot project for research, testing or evaluation pur-

poses. Any regulation that authorizes or establishes a pilot project must provide that it is revoked within 12 years after it ismade.

La nouvelle partie XVI (Projets pilotes) permet au lieutenant-gouverneur en conseil d’autoriser ou d’établir par règlement un

projet pilote aux fins de recherche, d’essai ou d’évaluation. Untel règlement doit prévoir son abrogation dans les 12 ans de sa

prise.

The following amendments modify existing regulatory schemes: Les modifications suivantes touchent des régimes de réglemen-tation existants :

There are currently rules in force in Ontario imposed by the Public Vehicles Act , municipal by-laws, federal regulations andairports and airport authorities that require a licence, permit or

other authorization in order to pick up passengers in a motor vehicle for the purpose of transporting them for compensation.The Bill adds new section 39.1 to create a new offence in the

Highway Traffic Act if a driver picks up passengers for the purpose of transporting them for compensation without the licence, permit or authorization required by those rules.

La Loi sur les véhicules de transport en commun, des règle-ments municipaux, des règlements fédéraux, des aéroports etdes administrations aéroportuaires imposent actuellement en

Ontario des règles qui exigent un permis de conduire, un certifi-cat d’immatriculation ou une autre forme d’autorisation pour prendre des passagers dans un véhicule automobile pour lestransporter moyennant rémunération. Le projet de loi ajoute auCode le nouvel article 39.1, qui prévoit que le conducteur qui

prend un passager à cette fin sans ce permis, ce certificat oucette autorisation commet une infraction au Code.

Sections 56 (Demerit point system) and 57 (Conduct reviewsystem) of the Act are re-enacted to provide that where a driver is required to attend before a Ministry official to show causewhy his or her licence should not be cancelled, suspended or changed in respect of its class, he or she may be required toattend an interview or group session with a Ministry official or

provide written information to the Ministry, or both. The Minis-ter is authorized to set fees for the interviews, group sessions or submission of written information.

Les articles 56 (Système de points d’inaptitude) et 57 (Systèmed’examen de la conduite) sont réédictés pour prévoir que leconducteur qui doit comparaître devant un fonctionnaire duministère afin d’exposer les motifs pour lesquels son permis deconduire ne devrait pas être suspendu, annulé ou modifié quantà sa catégorie peut être tenu de comparaître à une entrevue ou àune séance collective en présence d’un tel fonctionnaire ou defournir des renseignements écrits au ministère, ou les deux. Leministre est autorisé à fixer des droits pour les entrevues, lesséances collectives ou la présentation de renseignements écrits.

Section 57.1 of the Act is amended so that the Ministry-approved courses that may be required of novice drivers neednot be prescribed by regulation.

L’article 57.1 est modifié pour prévoir qu’il n’est pas nécessaireque soient prescrits par règlement les cours approuvés par leministère que les conducteurs débutants peuvent être tenus desuivre.

The re-enactment of section 58 of the Act and the enactment of sections 58.1 and 58.2 create an expanded regulatory schemerespecting driving instructors and driving schools. In particular,different classes of driving instructor licences may be issued,each authorizing different classes of driving instruction. Driv-ing schools will require a licence to provide Ministry-approveddriving courses in prescribed classes of driving instruction. Adriving school must be licensed as well in order to issue driver

L’article 58 réédicté et les nouveaux articles 58.1 et 58.2 pré-voient un régime élargi de réglementation à l’égard des moni-teurs de conduite automobile et des auto-écoles. En particulier,

peuvent être délivrés des permis de moniteur de conduite auto-mobile de différentes catégories, chacun autorisant différentescatégories de cours de conduite automobile. Seules les auto-écoles titulaires d’un permis peuvent donner des cours deconduite automobile d’une catégorie prescrite approuvés par le

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education certificates that are provided by the Ministry. Newsection 58.2 governs inspections for the purpose of ensuringcompliance by licensed driving instructors and driving schools.

ministère. L’auto-école doit également être titulaire d’un permis pour délivrer les certificats de cours de conduite automobilefournis par le ministère. Le nouvel article 58.2 régit les inspec-tions effectuées pour veiller à la conformité des moniteurs deconduite automobile et auto-écoles titulaires de permis.

Section 107 of the Act, governing the inspection, maintenanceand repair of commercial motor vehicles, is re-enacted. Someof the changes are: regulations may be made setting minimum

requirements for the system of periodic inspection and mainte-nance that operators are required to establish; operators are re-quired to ensure that all their commercial motor vehicles anddrawn vehicles meet prescribed performance standards; under-vehicle inspections may be required for prescribed classes or types of vehicles; drivers will be prohibited from driving a vehi-cle that has certain prescribed defects; for other prescribed de-fects, the driver will be able to continue driving, but will have toreport the defect to the operator and comply with the regulationsrespecting that class of defect.

L’article 107, qui régit l’inspection, l’entretien et la réparationdes véhicules utilitaires, est réédicté. Parmi les modificationsapportées, peuvent être prescrites par règlement les exigences

minimales applicables au système d’inspection et d’entretien périodiques que les utilisateurs doivent établir; les utilisateursdoivent veiller à ce que leurs véhicules utilitaires et véhiculestractés satisfassent aux normes de fonctionnement prescrites;des inspections du dessous peuvent être exigées pour des véhi-cules de catégories ou de types prescrits; il est interdit auxconducteurs de conduire un véhicule qui présente certaines dé-fectuosités prescrites; dans le cas d’autres défectuosités prescri-tes, le conducteur peut continuer de conduire le véhicule, maisdoit déclarer la défectuosité à l’utilisateur et se conformer auxrèglements traitant de cette catégorie de défectuosités.

The following amendments amend existing provisions govern-ing road use and safety:

Les modifications suivantes touchent des dispositions existantesrégissant l’utilisation et la sécurité des routes :

Section 70 of the Act authorizes regulations that prohibit the useof any type of tire. This is amended to permit exemptions fromsuch prohibitions.

Présentement, l’article 70 autorise les règlements interdisantl’usage de types de pneus. Une modification autorise des dis-

penses de telles interdictions.

Section 79.1 of the Act prohibits the use of pre-empting trafficcontrol signal devices, but exempts emergency vehicles from the

prohibition. This specific exemption is repealed and replacedwith the power to exempt classes or types of vehicles andclasses of persons from the prohibition by regulation.

L’article 79.1 interdit présentement l’usage de dispositifs demodification de la signalisation de la circulation, mais dispenseles véhicules de secours de l’interdiction. Cette dispense estretirée et remplacée par le pouvoir de dispenser de l’interdiction,

par règlement, des catégories ou types de véhicules et des caté-gories de personnes.

New section 84.2 creates an offence for a driver if a vehicle partor anything affixed to a vehicle becomes detached from a vehi-cle while it is being driven on a highway. New section 84.3creates offences if a person who repairs or maintains a vehicleor vehicle part or a person who carries on a business of repairingor maintaining vehicles or vehicle parts causes a part or any-thing affixed to a vehicle to become detached from a vehiclewhile it is being driven on a highway.

Le nouvel article 84.2 prévoit que le conducteur d’un véhiculedont une pièce ou une chose qui y est fixée se détache pendantqu’il est conduit sur une voie publique commet une infraction.Le nouvel article 84.3 prévoit que commet également une in-fraction quiconque répare ou entretient un véhicule ou une piècede véhicule ou exerce une activité commerciale consistant àréparer ou à entretenir des véhicules ou des pièces de véhiculeset cause le détachement d’une pièce du véhicule ou d’une chosequi y est fixée pendant qu’il est conduit sur une voie publique.

Section 128 of the Act, governing rate of speed, and section214.1 of the Act, governing rate of speed in community safetyzones, are amended to increase the fine for driving between 30and 35 kilometres per hour over the speed limit to the same fineapplicable for driving between 35 and 50 kilometres per hour over the speed limit. Section 128 is also amended so that driv-ers found guilty of driving more than 50 kilometres per hour over the speed limit more than once in a five-year period aresubject to progressively longer licence suspensions: 30 days for the first offence, 60 days for the first subsequent offence andone year for an additional subsequent offence.

L’article 128, qui régit la vitesse, et l’article 214.1, qui régit lavitesse dans les zones de sécurité communautaire, sont modifiés

pour faire passer l’amende imposée pour avoir circulé de 30 à35 kilomètres à l’heure au-delà de la vitesse maximale à celleimposée pour avoir circulé de 35 à 50 kilomètres à l’heure au-delà de la vitesse maximale. L’article 128 est également modifié

pour que les conducteurs déclarés coupables d’avoir circulé à plus de 50 kilomètres à l’heure au-delà de la vitesse maximale plus d’une fois en cinq ans subissent des suspensions de permisde conduire de plus en plus longues, soit 30 jours pour la pre-mière infraction, 60 jours pour la première infraction subsé-quente et un an pour les autres infractions subséquentes.

Section 128 is also amended to permit municipalities to desig-nate construction zones on highways and to prescribe a speedlimit of not less than 40 kilometres per hour in designated con-struction zones. The fines for speeding in a construction zone

are doubled. The fines for speeding in a construction zone in acommunity safety zone are those set out in section128.

L’article 128 est modifié également pour autoriser les municipa-lités à désigner des zones de construction sur les voies publiqueset à prescrire pour ces zones une vitesse maximale d’au moins40 kilomètres à l’heure. Les amendes pour excès de vitesse dans

une zone de construction sont doublées. L’article précise lesamendes pour excès de vitesse dans une zone de sécurité com-munautaire qui est également une zone de construction.

New subsection 128 (15.4) is added to provide that a certificateof offence for a speeding offence against a driver cannot beamended to reflect a charge against that person as the owner of the vehicle.

Le nouveau paragraphe 128 (15.4) prévoit que le procès-verbald’infraction délivré à un conducteur qui a commis un excès devitesse ne peut pas être modifié pour l’accuser en tant que pro-

priétaire du véhicule.

Under new section 134.1, police are authorized to remove andstore vehicles and spilled cargo and debris that are blockingtraffic.

En vertu du nouvel article 134.1, la police est autorisée à enleveret à remiser les véhicules, leur chargement déversé et les débrisqui bloquent la circulation.

New section 146.1 requires drivers to obey traffic control stopand slow signs displayed by a traffic control person on or adja-

Le nouvel article 146.1 exige que les conducteurs obéissent aux panneaux d’arrêt et de ralentissement de la circulation dont font

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cent to a roadway where construction or maintenance work is being carried out.

usage les agents de régulation de la circulation sur une chausséeou près d’une chaussée où sont effectués des travaux de cons-truction ou d’entretien.

Section 151 of the Act, which allows vehicular use of the pavedshoulder of designated and signed parts of the King’s Highway,is re-enacted to provide for more detailed regulation of the prac-tice. For example, regulations may permit only prescribedclasses or types of vehicles to use the paved shoulder and may

set out rules of the road for such use.

L’article 151, qui autorise les véhicules à circuler surl’accotement stabilisé des sections de la route principale dési-gnées où sont placés des panneaux, est réédicté pour réglemen-ter la pratique plus en détail. Par exemple, les règlements peu-vent n’autoriser que les catégories ou types prescrits de véhicu-

les à utiliser l’accotement stabilisé et peuvent énoncer les règlesde circulation relatives à cette utilisation.

Subsection 170 (15) of the Act gives police and enforcementofficers the power to remove a vehicle that is parked or standingin contravention of the Highway Traffic Act , its regulations or amunicipal by-law. This is amended to include vehicles parkedor standing in commuter parking lots, transit stations or any rest,service or other area in contravention of a regulation made un-der the Public Transportation and Highway Improvement Act .

Présentement, le paragraphe 170 (15) confère à la police et auxagents d’exécution de la loi le pouvoir d’enlever un véhiculestationné ou immobilisé en contravention au Code, à ses règle-ments ou à un règlement municipal. Le paragraphe est modifié

pour inclure les véhicules stationnés ou immobilisés dans les parcs de stationnement pour navetteurs, les stations de transporten commun et les aires de service, de repos ou autres en contra-vention à un règlement pris en application de la Loi surl’aménagement des voies publiques et des transports en com-mun.

Subsections 176 (2) and (3) of the Act are amended to clarifythat a school crossing guard is to continue to display the schoolcrossing stop sign until the guard and all the children havecleared the roadway and that vehicles must remain stopped atthe crossing until the guard and all the children have cleared thevehicle’s half of the roadway.

Les paragraphes 176 (2) et (3) sont modifiés pour préciser,d’une part, qu’un passeur scolaire doit tenir un panneau d’arrêtindiquant un passage pour élèves jusqu’à ce que lui-même ettous les enfants aient franchi la chaussée et, d’autre part, qu’unvéhicule doit demeurer arrêté au passage jusqu’à ce que le pas-seur et tous les enfants aient franchi la moitié de la chaussée oùse trouve le véhicule.

A housekeeping amendment is made throughout the Act, remov-ing the term “maximum speed limit” so that the term used in theAct is either “maximum rate of speed” or “speed limit”.

Une modification de nature administrative apportée à la versionanglaise du Code substitue «maximum rate of speed» ou «speedlimit» à «maximum speed limit» partout où figure ce terme.

The following amendments address penalties: Les modifications suivantes traitent des peines :

Subsection 9 (1) of the Act creates an offence for making a falsestatement in an application, affidavit or paper writing requiredunder the Act. This is expanded to cover electronic as well as

paper documents. New subsection 9 (1.1) provides a due dili-gence defence to the offence. The fine penalty for the offence isincreased from not less than $100 and not more than $500 to notless than $400 and not more than $5,000.

Le paragraphe 9 (1) prévoit présentement que faire une faussedéclaration dans une demande, un affidavit ou un écrit exigé enapplication du Code constitue une infraction. Le paragraphe estmodifié pour inclure les documents électroniques et les docu-ments papiers. Le nouveau paragraphe 9 (1.1) prévoit qu’il n’y a

pas d’infraction si une diligence raisonnable a été exercée.L’amende minimale imposée pour l’infraction passe de 100 $ à400 $ et l’amende maximale, de 500 $ à 5 000 $.

Section 35 of the Act creates an offence for having or displayinga fictitious, altered or fraudulently obtained driver’s licence.This is amended to add the offence of having or displaying animitation driver’s licence. The penalty is increased from a fineof not less than $60 and not more than $500 to a fine of not lessthan $400 and not more than $50,000.

Présentement, l’article 35 prévoit qu’avoir en sa possession ou présenter un permis de conduire factice, modifié ou obtenu parfraude constitue une infraction. L’article est modifié pour in-clure les faux permis de conduire. L’amende minimale passe de60 $ à 400 $ et l’amende maximale, de 500 $ à 50 000 $.

The minimum fine for contravening the Act at pedestrian cross-overs under sections 140 and 144 of the Act is increased from$60 to $150. The minimum fine for failing to stop for schoolcrossing guards under section 176 of the Act is increased from$60 to $150.

Les amendes minimales imposées pour avoir contrevenu auxdispositions des articles 140 et 144 relatives aux passages pour

piétons et pour avoir omis de s’arrêter devant un passeur sco-laire en application de l’article 176 passent de 60 $ à 150 $.

Under section 207 of the Act, the owner of a vehicle may becharged with and convicted of an offence even though theowner was not driving the vehicle when the offence was com-mitted. This is amended to provide that an owner convicted

under this section is not liable to imprisonment or a probationorder as a result of the conviction or of default in payment of afine resulting from the conviction.

En vertu de l’article 207, le propriétaire d’un véhicule peut pré-sentement être accusé et déclaré coupable d’une infractionmême s’il ne conduisait pas le véhicule lorsqu’elle a été com-mise. Une modification prévoit que le propriétaire déclaré cou-

pable en vertu de cet article n’est pas passible d’emprisonne-ment et qu’une ordonnance de probation ne peut être renduecontre lui par suite de la déclaration de culpabilité ou du défautde paiement de l’amende qui en résulte.

Schedule B – Amendments to and Repeal of Other Acts

The Planning Act is amended so that the approval of a subdivi-sion plan may be subject to the condition that land be dedicatedfor commuter parking lots, transit stations and related infrastruc-ture.

Annexe B – Modification et abrogation d’autres lois

La Loi sur l’aménagement du territoire est modifiée pour quel’approbation d’un plan de lotissement puisse être conditionnelleà l’affectation de terrains à des parcs de stationnement pour lesnavetteurs, à des stations de transport en commun et à l’infra-structure connexe.

The power in section 26 of the Public Transportation and Highway Improvement Act to make regulations prohibiting or

Le pouvoir que confère l’article 26 de la Loi sur l’aménagementdes voies publiques et des transports en commun d’interdire ou

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regulating the use of rest, service or other areas is expanded toapply to commuter parking lots and transit stations as well.

New section 26.1 is added to that Act to allow the Minister toauthorize persons to stop vehicles on highways and conductsurveys about highway use and needs in order to assist the Min-istry in its highway planning.

de réglementer par règlement l’usage des aires de service, derepos ou autres est élargi pour viser également les parcs de sta-tionnement pour navetteurs et les stations de transport en com-mun. Le nouvel article 26.1 de cette loi permet au ministred’autoriser des personnes à arrêter des véhicules sur des voies

publiques et à mener des sondages sur l’utilisation des voies publiques et les besoins routiers pour aider le ministère dans la planification des voies publiques.

The City of Toronto Act (Traffic Calming), 2000 is repealed as aconsequence of the amendment to section 128 of the HighwayTraffic Act in Schedule A in respect of traffic calming measures.

La loi intitulée City of Toronto Act (Traffic Calming), 2000 estabrogée par suite de la modification de l’article 128 du Code dela route énoncée à l’annexe A à l’égard des mesures de ralentis-sement de la circulation.

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Bill 169 2005

Projet de loi 169 2005

An Act to amend theHighway Traffic Act

and to amend and repealvarious other statutes

in respect oftransportation-related matters

Loi modifiant le

Code de la routeet modifiant et abrogeant

diverses autres loisà l’égard de questions relatives

au transport

Note: This Act amends or repeals more than one Act. For the legislative history of these Acts, see Public Statutes -Detailed Legislative History on www.e-Laws.gov.on.ca.

Remarque : La présente loi modifie ou abroge plusd’une loi. L’historique législatif de ces lois figure à l’Historique législatif détaillé des lois d’intérêt publicdans www.lois-en-ligne.gouv.on.ca.

Her Majesty, by and with the advice and consent of theLegislative Assembly of the Province of Ontario, enactsas follows:

Sa Majesté, sur l’avis et avec le consentement del’Assemblée législative de la province de l’Ontario,édicte :

Contents of this Act

1. This Act consists of this section, sections 2 and 3and the Schedules to this Act.

Contenu de la présente loi

1. La présente loi est constituée du présent article,des articles 2 et 3 et de ses annexes.

Commencement

2. (1) Section 1, this section and section 3 come intoforce on the day this Act receives Royal Assent.

Entrée en vigueur

2. (1) L’article 1, le présent article et l’article 3entrent en vigueur le jour où la présente loi reçoit lasanction royale.

Same

(2) The Schedules to this Act come into force asprovided in each Schedule.

Idem

(2) Les annexes de la présente loi entrent en vi-gueur selon ce que prévoit chacune d’elles.

Same

(3) If a Schedule to this Act provides that it or anyprovision is to come into force on a day to be namedby proclamation of the Lieutenant Governor, a proc-lamation may apply to the whole or any portion of theSchedule, and proclamations may be issued at differ-ent times as to any portion of the Schedule.

Idem

(3) Si une annexe de la présente loi prévoit qu’elleou une de ses dispositions entre en vigueur le jour quele lieutenant-gouverneur fixe par proclamation, celle-ci peut s’appliquer à tout ou partie de l’annexe. Enoutre, des proclamations peuvent être prises à desdates différentes en ce qui concerne toute partie del’annexe.

Short title

3. The short title of this Act is the Transportation Statute Law Amendment Act, 2005.

Titre abrégé

3. Le titre abrégé de la présente loi est Loi de 2005modifiant des lois en ce qui concerne le transport .

http://www.e-laws.gov.on.ca/tocBrowseAN.asp?lang=en

http://www.e-laws.gov.on.ca/





http://www.e-laws.gov.on.ca/tocBrowseAN.asp?lang=fr


http://www.lois-en-ligne.gouv.on.ca/

http://www.lois-en-ligne.gouv.on.ca/





7/21/2019 Annexes


TRANSPORTATION STATUTE LAW AMENDMENT ACT, 2005 Sched. A2

SCHEDULE AAMENDMENTS TO THE HIGHWAY TRAFFIC ACT

ANNEXE AMODIFICATION DU CODE DE LA ROUTE

1. Subsections 7 (10) and (11) of the Highway Traf-ic Act are repealed and the following substituted:

1. Les paragraphes 7 (10) et (11) du Code de la routesont abrogés et remplacés par ce qui suit :

No permit validation when fines unpaid

(10) Where a permit holder is in default of payment of a fine imposed for a parking infraction or of a fine im-

posed upon conviction of an offence under subsection39.1 (2), an order or direction may be made under section69 of the Provincial Offences Act directing that validationof that person’s permit and issuance of a new permit tothat person shall be refused until the fine is paid.

Aucune validation du certificat en cas de non-paiement d’uneamende

(10) Si le titulaire d’un certificat d’immatriculation ne paie pas l’amende imposée pour une infraction de sta-tionnement ou celle imposée sur déclaration de culpabilité

pour une infraction prévue au paragraphe 39.1 (2), uneordonnance peut être rendue ou une directive donnée, envertu de l’article 69 de la Loi sur les infractions provin-ciales, portant que la validation de son certificatd’immatriculation et la délivrance d’un nouveau certificatd’immatriculation lui soient refusées jusqu’à ce quel’amende soit payée.

No permit issued when fines unpaid

(11) Where a person who is not a permit holder is in

default of payment of a fine imposed for a parking infrac-tion or of a fine imposed upon conviction of an offenceunder subsection 39.1 (2), an order or direction may bemade under section 69 of the Provincial Offences Act directing that the issuance of a permit shall be refused tothat person until the fine is paid.

Aucune délivrance du certificat en cas de non-paiement d’uneamende

(11) Si une personne qui n’est pas titulaire d’un certi-

ficat d’immatriculation ne paie pas l’amende imposée pour une infraction de stationnement ou celle imposée surdéclaration de culpabilité pour une infraction prévue au

paragraphe 39.1 (2), une ordonnance peut être rendue ouune directive donnée, en vertu de l’article 69 de la Loi surles infractions provinciales, portant que la délivranced’un certificat d’immatriculation lui soit refusée jusqu’àce que l’amende soit payée.

2. Subsection 9 (1) of the Act is repealed and thefollowing substituted:

2. Le paragraphe 9 (1) du Code est abrogé et rem-placé par ce qui suit :

Penalty for false statement, inaccurate information

(1) Every person who makes a false statement or in-cludes inaccurate information in a written or electronic

application, declaration, affidavit or other document re-quired by this Act, the regulations or the Ministry isguilty of an offence and on conviction, in addition to anyother penalty or punishment to which the person may beliable, is liable to a fine of not less than $400 and notmore than $5,000 or to imprisonment for a term of notmore than 30 days, or to both, and in addition the per-son’s driver’s licence or vehicle permit may be suspendedfor a period of not more than six months.

Peine pour fausse déclaration ou renseignement inexact

(1) Quiconque fait une fausse déclaration ou inclut unrenseignement inexact dans une demande, une déclara-

tion, un affidavit ou un autre document écrit ou électroni-que exigé par le présent code, les règlements ou le minis-tère est coupable d’une infraction et passible, sur déclara-tion de culpabilité, outre toute autre peine ou sanctiondont il peut être passible, d’une amende d’au moins 400 $et d’au plus 5 000 $ et d’un emprisonnement d’au plus 30

jours, ou d’une seule de ces peines. En outre, son permisde conduire ou son certificat d’immatriculation peut êtresuspendu pour au plus six mois.

Defence

(1.1) A person is not guilty of an offence under subsection (1) if the person exercised all reasonable careto avoid making a false statement or including inaccurateinformation.

Défense

(1.1) N’est pas coupable d’une infraction prévue au paragraphe (1) la personne qui a exercé une diligenceraisonnable pour éviter de faire une fausse déclaration oud’inclure un renseignement inexact.

3. (1) Clause 35 (1) (a) of the Act is repealed andthe following substituted:

3. (1) L’alinéa 35 (1) a) du Code est abrogé et rem-placé par ce qui suit :

(a) display or cause or permit to be displayed or havein his or her possession a fictitious, imitation, al-tered or fraudulently obtained driver’s licence;

a) présenter, autoriser à présenter ou faire en sorteque soit présenté, ni avoir en sa possession, un

permis de conduire factice, faux, modifié ou obte-nu par fraude;

(2) Section 35 of the Act is amended by adding thefollowing subsection:

(2) L’article 35 du Code est modifié par adjonctiondu paragraphe suivant :

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annexe A LOI DE 2005 MODIFIANT DES LOIS EN CE QUI CONCERNE LE TRANSPORT 3

Offence

(4.1) Every person who contravenes clause (1) (a) isguilty of an offence and on conviction is liable to a fine of not less than $400 and not more than $50,000.

Infraction

(4.1) Quiconque contrevient à l’alinéa (1) a) est coupable d’une infraction et passible, sur déclaration deculpabilité, d’une amende d’au moins 400 $ et d’au plus50 000 $.

4. Part IV of the Act is amended by adding the fol-

lowing section:

4. La partie IV du Code est modifiée par adjonction

de l’article suivant :

Picking up passenger for compensation prohibited without licence,etc.

39.1 (1) A driver of a motor vehicle other than a busshall not pick up a passenger for the purpose of transport-ing him or her for compensation where a licence, permitor authorization is required to do so by,

Interdiction de prendre des passagers moyennant rémunérationsans permis

39.1 (1) Le conducteur d’un véhicule automobile, saufun autobus, ne doit pas prendre un passager pour le trans-

porter moyennant rémunération si un permis de conduire,un certificat d’immatriculation ou une autorisation estexigé pour le faire par, selon le cas :

(a) the Public Vehicles Act ; a) la Loi sur les véhicules de transport en commun;

(b) a municipal by-law passed under Part IV of the Municipal Act, 2001;

b) un règlement municipal adopté en vertu de la partieIV de la Loi de 2001 sur les municipalités;

(c) a regulation made under the Department of Trans-

port Act (Canada); or

c) un règlement pris en application de la Loi sur le

ministère des Transports (Canada);(d) an airport or airport authority, d) un aéroport ou une administration aéroportuaire,

except under the authority of such licence, permit or au-thorization.

si ce n’est en vertu d’un tel permis de conduire, d’un telcertificat d’immatriculation ou d’une telle autorisation.

Same

(2) The owner of a motor vehicle other than a bus shallnot permit the motor vehicle to be driven by a person whothe owner knows or has reason to believe intends to con-travene subsection (1).

Idem

(2) Nul propriétaire d’un véhicule automobile, sauf unautobus, ne doit autoriser une personne à conduire le vé-hicule s’il sait ou a des motifs de croire qu’elle a l’inten-tion de contrevenir au paragraphe (1).

Same

(3) No person shall arrange or offer to arrange for a passenger to be picked up in a motor vehicle other than a

bus for the purpose of being transported for compensationexcept under the licence, permit or authorization that isrequired to do so, as described in subsection (1).

Idem

(3) Nul ne doit prendre ou offrir de prendre des arran-gements pour faire prendre un passager dans un véhicule

automobile, sauf un autobus, afin de le transportermoyennant rémunération, si ce n’est en vertu du permisde conduire, du certificat d’immatriculation ou de l’auto-risation exigé pour le faire, comme le précise le paragra-

phe (1).

Documents to be carried and surrendered

(4) Every driver of a motor vehicle other than a buswho picks up a passenger for the purpose of transportinghim or her for compensation where a licence, permit or authorization is required to do so, as described in subsec-tion (1), shall,

Documents à porter sur soi et à remettre

(4) Le conducteur d’un véhicule automobile, sauf unautobus, qui prend un passager pour le transportermoyennant rémunération et qui doit, comme le précise le

paragraphe (1), avoir un permis de conduire, un certificatd’immatriculation ou une autorisation pour le faire :

(a) carry the original or a copy of the required licence, permit or authorization; and

a) d’une part, porte sur soi l’original ou une copie du permis, du certificat ou de l’autorisation;

(b) upon the demand of a police officer or officer appointed for carrying out the provisions of this Act,surrender the original or copy of the required li-cence, permit or authorization for reasonable in-spection.

b) d’autre part, à la demande d’un agent de police oud’un agent chargé d’appliquer les dispositions du

présent code, remet, aux fins d’inspection raison-nable, l’original ou la copie du permis, du certificatou de l’autorisation.

Officer may require identification

(5) A police officer or officer appointed for carryingout the provisions of this Act who has reasonable and

probable grounds to believe that a person has contravenedsubsection (3) may require that person to provide identifi-cation of himself or herself.

Pouvoir de l’agent d’exiger l’identification

(5) L’agent de police ou l’agent chargé d’appliquer lesdispositions du présent code qui a des motifs raisonnableset probables de croire qu’une personne a contrevenu au

paragraphe (3) peut lui demander de décliner son identité.

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Same

(6) Every person who is required to provide identifica-tion under subsection (5) shall identify himself or herself to the officer and, for that purpose, giving his or her cor-rect name, date of birth and address is sufficient identifi-cation.

Idem

(6) La personne tenue de décliner son identité en application du paragraphe (5) obtempère. À cette fin, le faitde donner son nom, sa date de naissance et son adresseexacts constitue une identification suffisante.

Same

(7) A police officer may arrest without warrant any person who does not comply with subsection (6).

Idem

(7) Un agent de police peut procéder, sans mandat, àl’arrestation de toute personne qui ne se conforme pas au

paragraphe (6).

Offence

(8) Every person who contravenes subsection (1), (2),(3), (4) or (6) is guilty of an offence and on conviction isliable to a fine of not less than $300 and not more than$20,000.

Infraction

(8) Quiconque contrevient au paragraphe (1), (2), (3),(4) ou (6) est coupable d’une infraction et passible, surdéclaration de culpabilité, d’une amende d’au moins300 $ et d’au plus 20 000 $.

Consent to prosecutions

(9) No prosecution shall be instituted under this sec-tion without the consent of a police officer or officer ap-

pointed for carrying out the provisions of this Act.

Consentement à la poursuite

(9) Aucune poursuite ne doit être intentée en vertu du présent article sans le consentement d’un agent de police

ou d’un agent chargé d’appliquer les dispositions du pré-sent code.

Regulations

(10) The Minister may make regulations,

Règlements

(10) Le ministre peut, par règlement :

(a) exempting any area of Ontario from this section; a) dispenser toute région de l’Ontario de l’applicationdu présent article;

(b) exempting any person or class of persons from thissection and prescribing conditions for such exemp-tion;

b) dispenser toute personne ou catégorie de personnesde l’application du présent article et prescrire lesconditions d’une telle dispense;

(c) exempting any motor vehicle or class or type of motor vehicles from this section and prescribingconditions for such exemption;

c) dispenser tout véhicule automobile ou toute caté-gorie ou tout type de véhicules automobiles del’application du présent article et prescrire lesconditions d’une telle dispense;

(d) prescribing circumstances under which any personor class of persons or any motor vehicle or class or type of motor vehicles is exempt from this section.

d) prescrire les circonstances dans lesquelles toute personne ou catégorie de personnes, tout véhiculeautomobile ou toute catégorie ou tout type de véhi-cules automobiles est dispensé de l’application du

présent article.

Definitions

(11) In this section,

Définitions

(11) Les définitions qui suivent s’appliquent au présentarticle.

“compensation” includes any rate, remuneration, reim- bursement or reward of any kind paid, payable, prom-ised, received or demanded, directly or indirectly;(“rémunération”)

“owner” means, in the absence of evidence to the con-trary, the holder of the permit or the plate portion of the permit for the vehicle. (“propriétaire”)

«propriétaire» En l’absence de preuve contraire, le titu-laire du certificat d’immatriculation du véhicule ou desa partie-plaque. («owner»)

«rémunération» S’entend notamment du taux, de la rétri-

bution, du remboursement ou d’une récompense quel-conque qui ont été payés, qui sont payables ou qui ontété promis, reçus ou demandés, directement ou indirec-tement. («compensation»)

5. Section 56 of the Act is repealed and the follow-ing substituted:

5. L’article 56 du Code est abrogé et remplacé parce qui suit :

Demerit point system

56. (1) The Lieutenant Governor in Council maymake regulations providing for a demerit point system for drivers of motor vehicles or of street cars.

Système de points d’inaptitude

56. (1) Le lieutenant-gouverneur en conseil peut, parrèglement, prévoir un système de points d’inaptitude àl’égard des conducteurs de véhicules automobiles ou detramways.

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Same

(2) The demerit point system may provide for the can-cellation and suspension of licences and may require thata driver, in order to show cause why his or her licenceshould not be cancelled or suspended, attend an interviewor group session with an official of the Ministry or pro-

vide written information to the Ministry or both attend aninterview or group session and provide written informa-tion.

Idem

(2) Le système de points d’inaptitude peut prévoirl’annulation et la suspension des permis de conduire etexiger qu’un conducteur, afin d’exposer les motifs pourlesquels son permis de conduire ne devrait pas être annuléou suspendu, comparaisse à une entrevue ou à une séance

collective en présence d’un fonctionnaire du ministère oufournisse des renseignements écrits au ministère, ou lesdeux.

Format for interviews, group sessions

(3) An interview or group session required under thedemerit point system may be held in person or by tele-

phone or other electronic means, as specified by the Min-istry.

Forme de l’entrevue ou de la séance collective

(3) L’entrevue ou la séance collective exigée dans lecadre du système de points d’inaptitude peut se tenir en

personne, par téléphone ou par un autre moyen électroni-que, selon ce que précise le ministère.

Fees

(4) The Minister may require the payment of fees for the attendance at an interview or group session or for

providing written information under the demerit pointsystem.

Droits

(4) Le ministre peut exiger le paiement de droits pourcomparaître à une entrevue ou à une séance collective ou

pour fournir des renseignements écrits dans le cadre dusystème de points d’inaptitude.

Same

(5) The Minister may set the amount of the fees re-quired under subsection (4) and may set different fees fordifferent classes of persons and for different circum-stances.

Idem

(5) Le ministre peut fixer le montant des droits exigésen vertu du paragraphe (4) et peut fixer des droits diffé-rents pour différentes catégories de personnes et à l’égardde circonstances différentes.



Conduct review system

57. (1) The Lieutenant Governor in Council maymake regulations providing for a conduct review systemwith respect to any contravention of this Act and theregulations.

Système d’examen de la conduite

57. (1) Le lieutenant-gouverneur en conseil peut, par règlement, prévoir un système d’examen de la conduite àl’égard de toute contravention au présent code ou auxrèglements.

Same

(2) The conduct review system may provide for thesuspension, cancellation or change of class of drivers’licences and may require that a driver, in order to showcause why his or her licence should not be cancelled, sus-

pended or changed in respect of its class, attend an inter-view or group session with an official of the Ministry or

provide written information to the Ministry or both attendan interview or group session and provide written infor-mation.

Idem

(2) Le système d’examen de la conduite peut prévoir lasuspension, l’annulation ou la modification de la catégo-rie des permis de conduire et exiger qu’un conducteur,afin d’exposer les motifs pour lesquels son permis deconduire ne devrait pas être suspendu, annulé ou modifiéquant à sa catégorie, comparaisse à une entrevue ou à uneséance collective en présence d’un fonctionnaire du mi-nistère ou fournisse des renseignements écrits au minis-tère, ou les deux.

Format for interviews, group sessions

(3) An interview or group session required under theconduct review system may be held in person or by tele-

phone or other electronic means, as specified by the Min-istry.

Forme de l’entrevue ou de la séance collective

(3) L’entrevue ou la séance collective exigée dans lecadre du système d’examen de la conduite peut se tenir en

personne, par téléphone ou par un autre moyen électroni-que, selon ce que précise le ministère.

Fees

(4) The Minister may require the payment of fees for the attendance at an interview or group session or for

providing written information under the conduct reviewsystem.

Droits

(4) Le ministre peut exiger le paiement de droits pourcomparaître à une entrevue ou à une séance collective ou

pour fournir des renseignements écrits dans le cadre dusystème d’examen de la conduite.

Same

(5) The Minister may set the amount of the fees re-quired under subsection (4) and may set different fees for

Idem

(5) Le ministre peut fixer le montant des droits exigésen vertu du paragraphe (4) et peut fixer des droits diffé-

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different classes of persons and for different circum-stances.

rents pour différentes catégories de personnes et à l’égardde circonstances différentes.

Classes

(6) The conduct review system may consist of one ormore different systems for holders of different classes of driver’s licence.

Catégories

(6) Le système d’examen de la conduite peut com- prendre un ou plusieurs systèmes différents pour les titu-laires de permis de conduire de catégories différentes.

7. (1) Clauses 57.1 (1) (i) and (j) of the Act are re-pealed and the following substituted:

7. (1) Les alinéas 57.1 (1) i) et j) du Code sontabrogés et remplacés par ce qui suit :

(i) prescribing circumstances under which a novicedriver may be required to produce evidence withregard to successful completion of a Ministry-approved driver education or improvement course;

i) prescrire les circonstances dans lesquelles unconducteur débutant peut être requis de présenterune preuve selon laquelle il a suivi avec succès uncours de conduite automobile ou de perfectionne-ment en conduite automobile approuvés par le mi-nistère;

(2) Section 57.1 of the Act is amended by adding thefollowing subsection:

(2) L’article 57.1 du Code est modifié par adjonc-tion du paragraphe suivant :

Approved courses

(3) The Minister may approve driver education andimprovement courses for the purpose of clause (1) (i).

Cours approuvés

(3) Le ministre peut approuver des cours de conduiteautomobile et de perfectionnement en conduite automo-

bile pour l’application de l’alinéa (1) i).



Driving instructors

58. (1) An individual shall not provide a prescribedclass of driving instruction for compensation except under the authority of a driving instructor licence issued under this section that authorizes the individual to provide thatclass of driving instruction.

Moniteurs de conduite automobile

58. (1) Nul particulier ne doit donner, moyennant ré-munération, des cours de conduite automobile d’une ca-tégorie prescrite si ce n’est en vertu d’un permis de moni-teur de conduite automobile qui est délivré en vertu du

présent article et qui l’autorise à donner des cours de cettecatégorie.

Issuance of driving instructor licence

(2) The Minister may issue a driving instructor licence

to an individual authorizing the individual to provide a prescribed class or classes of driving instruction if theindividual applies for the licence and meets the require-ments of this section and the regulations made under it.

Délivrance du permis de moniteur de conduite automobile

(2) Sur présentation d’une demande à cet effet par un

particulier qui satisfait aux exigences du présent article etde ses règlements d’application, le ministre peut lui déli-vrer un permis de moniteur de conduite automobilel’autorisant à donner des cours de conduite automobiled’une ou de plusieurs catégories prescrites.

Conditions

(3) The Minister may issue a driving instructor licencesubject to such conditions as the Minister considers ap-

propriate.

Conditions

(3) Le ministre peut assortir des conditions qu’il es-time appropriées le permis de moniteur de conduite au-tomobile qu’il délivre.

Licensee’s authority and duty

(4) A licensed driving instructor may provide drivinginstruction for compensation in the prescribed class or classes of driving instruction authorized by his or her li-cence and shall provide such instruction in accordancewith this Act and the regulations made under this section.

Pouvoir et obligation du titulaire de permis

(4) Le moniteur de conduite automobile titulaire de permis peut donner, moyennant rémunération, des coursde conduite automobile qui appartiennent aux catégories

prescrites autorisées par son permis. Il les donne confor-mément au présent code et aux règlements pris en appli-cation du présent article.

Licence not transferable

(5) A driving instructor licence is not transferable.

Non-transférabilité du permis

(5) Le permis de moniteur de conduite automobilen’est pas transférable.

Holding out

(6) No person shall hold themself out as being quali-fied to provide driving instruction for compensation in a

prescribed class of driving instruction unless the person is

Fausse représentation

(6) Nul ne doit prétendre avoir les qualités requises pour donner, moyennant rémunération, des cours deconduite automobile d’une catégorie prescrite à moins

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licensed to do so under this section. qu’un permis l’y autorisant lui ait été délivré en vertu du présent article.

Fees

(7) It is a condition of a driving instructor licence thatthe licensee pay all prescribed fees in the manner and atthe times prescribed.

Droits

(7) Le permis de moniteur de conduite automobile estconditionnel au paiement par son titulaire des droits pres-crits de la manière et aux moments prescrits.

Co-operation with inspector

(8) It is a condition of a driving instructor licence thatthe licensee co-operate with an inspector carrying out hisor her duties under section 58.2.

Coopération avec l’inspecteur

(8) Le permis de moniteur de conduite automobile estconditionnel à la coopération de son titulaire avecl’inspecteur qui exerce les fonctions que lui attribuel’article 58.2.

Regulations


Règlements


(a) prescribing classes of driving instruction for whicha driving instructor licence is required in order to

provide such instruction for compensation and pre-scribing classes of driving instructor licences;

a) prescrire les catégories de cours de conduite auto-mobile qui ne peuvent être donnés moyennant ré-munération qu’en vertu d’un permis de moniteurde conduite automobile et prescrire des catégoriesde tels permis;

(b) prescribing the qualifications and requirements for the issue of driving instructor licences or any classof them;

b) prescrire les qualités requises et les exigences aux-quelles il doit être satisfait pour que soient délivrésles permis de moniteur de conduite automobile oudes catégories de ceux-ci;

(c) governing the issuing and renewal of driving in-structor licences;

c) régir la délivrance et le renouvellement des permisde moniteur de conduite automobile;

(d) prescribing standards for driving instruction or for any prescribed class of driving instruction;

d) prescrire les normes applicables aux cours deconduite automobile ou à des catégories prescritesde ceux-ci;

(e) governing the safety and maintenance of motor vehicles and other equipment used by licenseddriving instructors or any class of them;

e) régir la sécurité et l’entretien des véhicules auto-mobiles et des autres éléments de matériel utilisés

par les moniteurs de conduite automobile titulairesde permis ou des catégories de ceux-ci;

(f) prescribing qualifications and requirements for holders of driving instructor licences or any classof them;

f) prescrire les qualités requises des titulaires ou decatégories de titulaires de permis de moniteur deconduite automobile et les exigences qui s’appli-quent à eux;

(g) governing the suspension and revocation of drivinginstructor licences or any class of them;

g) régir la suspension et la révocation des permis demoniteur de conduite automobile ou de catégoriesde ceux-ci;

(h) governing appeals from a refusal to issue or renewa driving instructor licence or from a suspension or revocation of a driving instructor licence and aright to be heard in respect of a proposal to refuseto issue or renew or to suspend or revoke a drivinginstructor licence, including prescribing circum-

stances in which there is no right to an appeal or to be heard;

h) régir les appels résultant du refus de délivrer ou derenouveler un permis de moniteur de conduite au-tomobile ou de la suspension ou de la révocationd’un tel permis et régir le droit de se faire entendreà l’égard d’une proposition visant le refus de le dé-livrer ou de le renouveler, sa suspension ou sa ré-

vocation, y compris prescrire les circonstancesdans lesquelles il n’y a pas de droit d’interjeter appel ou de se faire entendre;

(i) prescribing books and records to be maintained bylicensed driving instructors and requiring and gov-erning the submission of reports and returns to theMinistry by licensees;

i) prescrire les livres et les dossiers que doivent tenirles moniteurs de conduite automobile titulaires de

permis et exiger et régir la présentation de rapports par eux au ministère;

(j) prescribing fees to be paid for applications and forthe issue and renewal of licences;

j) prescrire les droits exigibles pour les demandes et pour la délivrance et le renouvellement des permis;

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(k) establishing a system of fees to be paid by licen-sees in respect of the driving instruction they pro-vide;

k) établir un système de droits exigibles des titulairesde permis à l’égard des cours de conduite automo-

bile qu’ils donnent;

(l) governing the manner and times of payment of any prescribed fees;

l) régir le mode de paiement des droits prescrits et lesmoments auxquels ils doivent l’être;

(m) exempting driving instructors holding any class of licence from any provision of this section or of aregulation made under this section and prescribingconditions and circumstances for such exemption.

m) dispenser des moniteurs de conduite automobiletitulaires de permis de toute catégorie de l’applica-tion de toute disposition du présent article ou d’unrèglement pris en application de celui-ci et pres-crire les conditions et les circonstances d’une telledispense.

Classes

(10) A regulation made under subsection (9) may apply in respect of any class of persons, driving instructionor licences.

Catégories

(10) Les règlements pris en application du paragraphe(9) peuvent s’appliquer à l’égard de toute catégorie de

personnes, de cours de conduite automobile ou de permis.

Conflict between regulations and by-law

(11) Where there is a conflict between a regulationmade under subsection (9) and a by-law of a municipal

council or police services board regulating or governingdriving instructors or driving instruction, the regulation prevails.

Incompatibilité

(11) Les règlements pris en application du paragraphe(9) l’emportent sur les règlements municipaux incompati-

bles d’un conseil municipal ou d’une commission de ser-vices policiers qui réglementent ou régissent les moni-teurs de conduite automobile ou les cours de conduiteautomobile.

Definition


Définition

(12) La définition qui suit s’applique au présent article.

“compensation” includes any rate, remuneration, reim- bursement or reward of any kind paid, payable, prom-ised, received or demanded, directly or indirectly.

«rémunération» S’entend notamment du taux, de la rétri- bution, du remboursement ou d’une récompense quel-conque qui ont été payés, qui sont payables ou qui ontété promis, reçus ou demandés, directement ou indirec-tement.

Interpretation

(13) For the purposes of this section,

Interprétation

(13) Pour l’application du présent article :

(a) a person who provides driving instruction as partof his or her employment or contractual duties is

providing driving instruction for compensation;

a) quiconque donne des cours de conduite automobiledans le cadre de son emploi ou de ses fonctionscontractuelles le fait moyennant rémunération;

(b) a person who provides driving instruction as anemployee or contractor of a licensed driving schoolor otherwise under the auspices of a licensed driv-ing school is providing driving instruction for compensation even if the compensation for thedriving instruction is paid to the driving school.

b) quiconque donne des cours de conduite automobilesous les auspices d’une auto-école titulaire de per-mis, notamment à titre d’employé ou de sous-traitant, le fait moyennant rémunération même sicelle-ci est versée à l’auto-école.

9. Part IV of the Act is amended by adding the fol-lowing section:

9. La partie IV du Code est modifiée par adjonctionde l’article suivant :

Driving schools

Definitions

Auto-écoles

Définitions

58.1 (1) In this section and in section 58.2, 58.1 (1) Les définitions qui suivent s’appliquent au présent article et à l’article 58.2.

“driving school” means a business of providing drivinginstruction; (“auto-école”)

“licensed driving school” means a driving school oper-ated by one or more persons who hold a driving schoollicence. (“auto-école titulaire de permis”)

«auto-école» Activité commerciale consistant à donnerdes cours de conduite automobile. («driving school»)

«auto-école titulaire de permis» Auto-école exploitée parune ou plusieurs personnes qui sont titulaires d’un

permis d’auto-école. («licensed driving school»)

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Licence required

(2) No person shall operate a driving school that offersor provides a Ministry-approved course in a prescribedclass of driving instruction except under the authority of adriving school licence issued under this section that au-thorizes that class of driving instruction.

Permis exigé

(2) Nul ne doit exploiter une auto-école offrant oudonnant un cours de conduite automobile d’une catégorie

prescrite approuvé par le ministère si ce n’est en vertud’un permis d’auto-école qui est délivré en vertu du pré-sent article et qui autorise cette catégorie.

Issuance of driving school licence

(3) The Minister may issue a driving school licence toa person or persons authorizing the person or persons to

provide a Ministry-approved course or courses in a pre-scribed class or classes of driving instruction if the personor persons apply for the licence and meet the require-ments of this section and the regulations made under it.

Délivrance du permis d’auto-école

(3) Sur présentation d’une demande à cet effet par qui-conque satisfait aux exigences du présent article et de sesrèglements d’application, le ministre peut lui délivrer un

permis d’auto-école l’autorisant à donner des cours deconduite automobile d’une ou de plusieurs catégories

prescrites approuvés par le ministère.

Conditions

(4) The Minister may issue a driving school licencesubject to such conditions as the Minister considers ap-

propriate.

Conditions

(4) Le ministre peut assortir des conditions qu’il es-time appropriées le permis d’auto-école qu’il délivre.

Licensee’s authority and duty

(5) A licensed driving school may offer or provideMinistry-approved courses in the prescribed class or classes of driving instruction authorized by its licence andshall provide such instruction in accordance with this Actand the regulations made under this section.

Pouvoir et obligation du titulaire de permis

(5) L’auto-école titulaire de permis peut offrir ou don-ner des cours de conduite automobile approuvés par leministère qui appartiennent aux catégories prescrites auto-risées par son permis. Elle les donne conformément au

présent code et aux règlements pris en application du pré-sent article.

Driver education certificate

(6) No person shall issue a driver education certificate prescribed under a regulation made under this sectionunless the person is licensed as a driving school under this section and issues the certificate in accordance withthe regulations.

Certificat de cours de conduite automobile

(6) Nul ne doit délivrer un certificat de cours deconduite automobile prescrit par un règlement pris enapplication du présent article à moins qu’un permisd’auto-école lui ait été délivré en vertu de celui-ci et qu’ildélivre le certificat conformément aux règlements.

Licence not transferable

(7) A driving school licence is not transferable.

Non-transférabilité du permis

(7) Le permis d’auto-école n’est pas transférable.Notice of change

(8) A corporation that holds a driving school licenceand persons that hold a driving school licence as a part-nership shall, within 15 days of any change in officers,directors or partners, as the case may be, notify the Minis-ter in writing of the change and of any other prescribedinformation, in accordance with the regulations.

Avis de changement

(8) La société titulaire d’un permis d’auto-école et les personnes titulaires d’un tel permis à titre de société de personnes avisent le ministre par écrit dans les 15 jours detout changement de dirigeants, d’administrateurs oud’associés, selon le cas, et de tout autre renseignement

prescrit, conformément aux règlements.

Fees

(9) It is a condition of a driving school licence that thelicensee pay all prescribed fees in the manner and at thetimes prescribed.

Droits

(9) Le permis d’auto-école est conditionnel au paie-ment par son titulaire des droits prescrits de la manière etaux moments prescrits.

Co-operation with inspector

(10) It is a condition of a driving school licence thatthe licensee and the officers, directors, employees andcontractors of the licensee co-operate with an inspector carrying out his or her duties under section 58.2.

Coopération avec l’inspecteur

(10) Le permis d’auto-école est conditionnel à la coo- pération de son titulaire et de ses dirigeants, administra-teurs, employés et sous-traitants avec l’inspecteur quiexerce les fonctions que lui attribue l’article 58.2.

Holding out

(11) No person shall hold themself out as being a li-censed driving school or as being qualified to offer or

provide a Ministry-approved course in a prescribed classof driving instruction unless the person is licensed to doso under this section.

Fausse représentation

(11) Nul ne doit prétendre être une auto-école titulairede permis ou avoir les qualités requises pour offrir oudonner un cours de conduite automobile d’une catégorie

prescrite approuvé par le ministère à moins qu’un permisl’y autorisant lui ait été délivré en vertu du présent article.

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Regulations


Règlements


(a) prescribing classes of driving instruction for whicha driving school licence is required in order to pro-vide instruction in Ministry-approved drivingcourses;

a) prescrire les catégories de cours de conduite auto-mobile approuvés par le ministère qui ne peuventêtre donnés qu’en vertu d’un permis d’auto-école;

(b) prescribing the qualifications and requirements for the issue of driving school licences or any class of them;

b) prescrire les qualités requises et les exigences aux-quelles il doit être satisfait pour que soient délivrésles permis d’auto-école ou des catégories de ceux-ci;

(c) governing the issuing and renewal of drivingschool licences;

c) régir la délivrance et le renouvellement des permisd’auto-école;

(d) prescribing standards for driving instruction or anyclass of driving instruction to be met by licenseddriving schools or any class of them;

d) prescrire les normes applicables aux cours deconduite automobile ou à des catégories de ceux-ciauxquelles doivent satisfaire les auto-écoles titulai-res de permis ou des catégories de celles-ci;

(e) governing the safety and maintenance of the prem-ises, motor vehicles and other equipment used by

licensed driving schools or any class of them;

e) régir la sécurité et l’entretien des locaux, des véhi-cules automobiles et des autres éléments de maté-

riel utilisés par les auto-écoles titulaires de permisou des catégories de celles-ci;

(f) prescribing qualifications and requirements for holders of driving school licences or any class of them;

f) prescrire les qualités requises des titulaires ou decatégories de titulaires de permis d’auto-école etles exigences qui s’appliquent à eux;

(g) governing the suspension and revocation of drivingschool licences or any class of them;

g) régir la suspension et la révocation des permisd’auto-école ou de catégories de ceux-ci;

(h) governing appeals from a refusal to issue or renewa driving school licence or from a suspension or revocation of a driving school licence and a right to

be heard in respect of a proposal to refuse to issueor renew or to suspend or revoke a driving schoollicence, including prescribing circumstances in

which there is no right to an appeal or to be heard;

h) régir les appels résultant du refus de délivrer ou derenouveler un permis d’auto-école ou de la suspen-sion ou de la révocation d’un tel permis et régir ledroit de se faire entendre à l’égard d’une proposi-tion visant le refus de le délivrer ou de le renouve-ler, sa suspension ou sa révocation, y compris

prescrire les circonstances dans lesquelles il n’y a pas de droit d’interjeter appel ou de se faire enten-dre;

(i) prescribing information for the purpose of subsec-tion (8) and governing the notification required un-der that subsection;

i) prescrire des renseignements pour l’application du paragraphe (8) et régir les avis exigés en applica-tion de ce paragraphe;

(j) prescribing books and records to be maintained bylicensed driving schools and requiring and govern-ing the submission of reports and returns to theMinistry by licensees;

j) prescrire les livres et les dossiers que doivent tenirles auto-écoles titulaires de permis et exiger et ré-gir la présentation de rapports par elles au minis-tère;

(k) prescribing fees to be paid for applications and for the issue and renewal of licences;

k) prescrire les droits exigibles pour les demandes et pour la délivrance et le renouvellement des permis;

(l) establishing a system of fees to be paid by licen-

sees in respect of the driving instruction they pro-vide;

l) établir un système de droits exigibles des titulaires

de permis à l’égard des cours de conduite automobile qu’ils donnent;

(m) requiring applicants for a licence to pay a fee de-termined in accordance with the regulation in re-spect of the driving education provided, between

November 6, 2004 and the date the licence is is-sued, by the applicant or, if the applicant is two or more persons or a corporation, by one of the per-sons or shareholders;

m) exiger que l’auteur d’une demande de permis paiedes droits, fixés conformément au règlement, àl’égard des cours de conduite automobile donnésentre le 6 novembre 2004 et la date de délivrancedu permis par l’auteur de la demande ou, s’il s’agitde deux ou de plusieurs personnes ou d’une socié-té, par une des personnes ou un des actionnaires;

(n) governing the manner and times of payment of any prescribed fees;

n) régir le mode de paiement des droits prescrits et lesmoments auxquels ils doivent l’être;

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(o) governing the issuing of driver education certifi-cates by licensed driving schools and governing the

provision of driver education certificate forms bythe Ministry to licensed driving schools, including

prescribing fees to be paid by licensed drivingschools for the certificate forms and governing thereturn of unused certificate forms to the Ministryand the payment of refunds for their return;

o) régir la délivrance des certificats de cours deconduite automobile par les auto-écoles titulairesde permis et la fourniture des formules de certificatde cours de conduite automobile par le ministère àces auto-écoles, y compris prescrire les droitsqu’elles doivent payer pour les formules et régir leretour des formules inutilisées au ministère et lesmodalités de leur remboursement;

(p) exempting any class of persons, driving instructionor driving schools from any provision of this sec-tion or of a regulation made under this section and

prescribing conditions and circumstances for suchexemption.

p) dispenser toute catégorie de personnes, de cours deconduite automobile ou d’auto-écoles de l’applica-tion de toute disposition du présent article ou d’unrèglement pris en application de celui-ci et pres-crire les conditions et les circonstances d’une telledispense.

Classes

(13) A regulation made under subsection (12) mayapply in respect of any class of persons, driving instruc-tion, driving schools or driving school licences.

Catégories

(13) Les règlements pris en application du paragraphe(12) peuvent s’appliquer à l’égard de toute catégorie de

personnes, de cours de conduite automobile, d’auto-écoles ou de permis d’auto-école.

Conflict between regulations and by-law(14) Where there is a conflict between a regulation

made under subsection (12) and a by-law of a municipalcouncil or police services board regulating or governingdriving instructors, driving schools or driving instruction,the regulation prevails.

Incompatibilité(14) Les règlements pris en application du paragraphe

(12) l’emportent sur les règlements municipaux incompa-tibles d’un conseil municipal ou d’une commission deservices policiers qui réglementent ou régissent les moni-teurs de conduite automobile, les auto-écoles ou les coursde conduite automobile.

Approved courses

(15) The Minister may approve courses in classes of driving instruction for the purposes of this section.

Cours approuvés

(15) Le ministre peut approuver des catégories decours de conduite automobile pour l’application du pré-sent article.

10. Part IV of the Act is amended by adding thefollowing section:

10. La partie IV du Code est modifiée par adjonc-tion de l’article suivant :

Inspectors

58.2 (1) The Minister may appoint one or more per-sons as inspectors for the purposes of this section.

Inspecteurs

58.2 (1) Le ministre peut nommer une ou plusieurs personnes en qualité d’inspecteurs pour l’application du présent article.

Certificate of appointment

(2) The Minister shall issue to every inspector appointed under subsection (1) a certificate of appointmentand every inspector, in the execution of his or her dutiesunder this section, shall produce his or her certificate of appointment upon request.

Attestation de nomination

(2) Le ministre délivre à l’inspecteur nommé en vertudu paragraphe (1) une attestation à cet effet quel’inspecteur, dans l’exercice des fonctions que lui attribuele présent article, présente sur demande.

Powers of inspectors

(3) For the purpose of ensuring compliance with sec-

tions 58 and 58.1 and the regulations made under them,an inspector may, without a warrant,

Pouvoirs de l’inspecteur

(3) Pour appliquer les articles 58 et 58.1 et leurs rè-

glements d’application et veiller à leur observation,l’inspecteur peut, sans mandat :

(a) enter any premises of a licensed driving school; a) pénétrer dans les locaux d’une auto-école titulairede permis;

(b) enter any premises where the records of a licenseddriving instructor or licensed driving school or themotor vehicles, equipment and other things used

by a licensed driving instructor or licensed drivingschool in providing driver education are kept;

b) pénétrer dans les locaux où sont conservés les dos-siers d’un moniteur de conduite automobile titu-laire de permis ou d’une auto-école titulaire de

permis ou les véhicules automobiles, le matériel etles autres choses qu’ils utilisent pour donner descours de conduite automobile;

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(c) examine a record, motor vehicle, equipment or other thing that is relevant to the inspection;

c) examiner les dossiers, les véhicules automobiles, lematériel ou les autres choses qui se rapportent àl’inspection;

(d) demand the production for inspection of a motor vehicle, equipment, record or other thing that isrelevant to the inspection;

d) demander la production, aux fins d’inspection, desvéhicules automobiles, du matériel, des dossiers oudes autres choses qui se rapportent à l’inspection;

(e) remove for examination or testing a motor vehicleor any equipment or thing that is relevant to the in-spection;

e) enlever, aux fins d’examen ou d’analyse, un véhi-cule automobile, du matériel ou une autre chosequi se rapporte à l’inspection;

(f) remove for review and copying a record or other thing that is relevant to the inspection;

f) enlever, aux fins d’examen, des dossiers ou autreschoses qui se rapportent à l’inspection et en fairedes copies;

(g) in order to produce a record in readable form, usedata storage, information processing or retrievaldevices or systems that are normally used in carry-ing on business in the place;

g) afin de produire un dossier sous une forme lisible,recourir aux dispositifs ou systèmes de stockage,de traitement ou de récupération des données quisont utilisés habituellement à l’endroit pour y exer-cer des activités commerciales;

(h) carry out any examination, test, audit or investiga-tion procedure that is relevant to the inspection;and

h) effectuer les examens, les analyses, les vérifica-tions ou les enquêtes qui se rapportent à l’inspec-tion;

(i) question a person on matters relevant to the inspec-tion.

i) interroger des personnes sur toute question qui serapporte à l’inspection.

Dwellings

(4) The power to enter and inspect a place shall not beexercised to enter and inspect a part of the place that isused as a dwelling without the consent of the occupier.

Logements

(4) Le pouvoir de pénétrer dans un endroit et del’inspecter ne doit pas être exercé dans une partie del’endroit qui sert de logement, sauf si son occupant yconsent.

Time of entry

(5) The power to enter and inspect a place shall beexercised during the regular business hours of the placeor, if it does not have regular business hours, at any time

the place is open for business.

Heure d’entrée

(5) Le pouvoir de pénétrer dans un endroit et del’inspecter est exercé pendant les heures d’ouverturenormales de l’endroit ou, à défaut, à toute heure où

l’endroit est ouvert.Written demand

(6) A demand that a motor vehicle, equipment, recordor other thing be produced for inspection must be in writ-ing and must include a statement of the nature of the mo-tor vehicle, equipment, record or thing required.

Demande par écrit

(6) La demande de production, aux fins d’inspection,de véhicules automobiles, de matériel, de dossiers oud’autres choses est présentée par écrit et comprend unedéclaration quant à la nature des choses demandées.

Obligation to produce and assist

(7) If an inspector demands that a motor vehicle,equipment, record or other thing be produced for inspec-tion, the person who has custody of the motor vehicle,equipment, record or thing shall produce it immediatelyand, in the case of a record, shall on request provide anyassistance that is reasonably necessary to interpret therecord or to produce it in a readable form.

Production et aide obligatoires

(7) Si un inspecteur demande la production, aux finsd’inspection, de véhicules automobiles, de matériel, dedossiers ou d’autres choses, la personne qui en a la gardeles produit immédiatement et, dans le cas de dossiers,fournit, sur demande, l’aide qui est raisonnablement né-cessaire pour les interpréter ou les produire sous uneforme lisible.

Things removed

(8) An inspector who removes a motor vehicle,equipment, record or other thing under clause (3) (e) or (f) or to whom a motor vehicle, equipment, record or other thing is delivered pursuant to a demand made under clause (3) (d) shall give a receipt for the motor vehicle,equipment, record or thing and return it to the person who

produced or delivered it within a reasonable time.

Enlèvement des choses

(8) L’inspecteur qui enlève des véhicules automobiles,du matériel, des dossiers ou d’autres choses en vertu del’alinéa (3) e) ou f) ou à qui ils sont remis conformémentà une demande faite en vertu de l’alinéa (3) d) en donneun récépissé et les retourne à la personne qui les a pro-duits ou remis dans un délai raisonnable.

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Copy admissible in evidence

(9) A copy of a record that purports to be certified byan inspector as being a true copy of the original is admis-sible in evidence to the same extent as the original, andhas the same evidentiary value.

Copie admissible en preuve

(9) Les copies de dossiers qui se présentent commeétant certifiées conformes aux originaux par l’inspecteursont admissibles en preuve au même titre que les origi-naux et ont la même valeur probante qu’eux.

Obstruction

(10) No person shall hinder, obstruct or interfere withan inspector conducting an inspection, refuse to answer questions on matters relevant to the inspection or providethe inspector with information, on matters relevant to theinspection, that the person knows to be false or mislead-ing.

Entrave

(10) Nul ne doit gêner ni entraver le travail del’inspecteur qui fait une inspection, refuser de répondre àses questions sur des sujets qui se rapportent à celle-ci nilui fournir des renseignements qu’il sait faux ou trom-

peurs sur de tels sujets.

Regulations re costs of inspection

(11) The Minister may make regulations requiringlicensees to pay to the Ministry the costs of any inspec-tion conducted under this section.

Règlements : coûts de l’inspection

(11) Le ministre peut, par règlement, exiger que lestitulaires de permis paient au ministère les coûts de touteinspection effectuée en vertu du présent article.

Definition


Définition


“inspection” includes an examination, test, audit, inquiryand investigation.

«inspection» S’entend notamment d’un examen, d’uneanalyse, d’une vérification et d’une enquête.

11. Subsection 70 (1) of the Act is amended by add-ing the following clause:

11. Le paragraphe 70 (1) du Code est modifié paradjonction de l’alinéa suivant :

(e.1) exempting any vehicle or person or class or type of vehicles or class of persons from a prohibition un-der clause (e) and regulating the use of a type of tire that is otherwise prohibited under clause (e) for the purpose of such exemption, including prescrib-ing the period of the year during which and geo-graphic areas where the exemption applies andother conditions and circumstances that must existfor the exemption to apply;

e.1) dispenser des véhicules et des catégories ou typesde véhicules et des personnes ou des catégories de

personnes de l’interdiction prévue à l’alinéa e) etréglementer l’utilisation d’un type de pneus par ail-leurs interdit en application de cet alinéa pour les

besoins de la dispense, y compris prescrire la pé-riode de l’année et les régions géographiques où ladispense s’applique, ainsi que les autres conditionset circonstances qui doivent exister pour qu’elle

s’applique;12. (1) Subsection 79.1 (2) of the Act is repealed. 12. (1) Le paragraphe 79.1 (2) du Code est abrogé.

(2) Section 79.1 of the Act is amended by adding thefollowing subsection:


Regulations

(5.1) The Lieutenant Governor in Council may makeregulations exempting any class of persons or any class or type of vehicles from subsection (1) and prescribing con-ditions for such exemptions.

Règlements

(5.1) Le lieutenant-gouverneur en conseil peut, parrèglement, dispenser une catégorie de personnes ou unecatégorie ou un type de véhicules de l’application du pa-ragraphe (1) et prescrire les conditions d’une telle dis-

pense.

13. (1) Subsection 84.1 (2) of the Act is repealedand the following substituted:

13. (1) Le paragraphe 84.1 (2) du Code est abrogéet remplacé par ce qui suit :

Exception

(2) If a wheel is detached for the purpose of carryingout a roadside repair, subsection (1) does not apply whilethe wheel is so detached.

Exception

(2) Le paragraphe (1) ne s’applique pas pendantqu’une roue est détachée en vue de réparations sur le bordde la route.

(2) Subsection 84.1 (7) of the Act is repealed andthe following substituted:

(2) Le paragraphe 84.1 (7) du Code est abrogé etremplacé par ce qui suit :

Definitions


Définitions


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“operator” means,

(a) the person directly or indirectly responsible for theoperation of a commercial motor vehicle, includingthe conduct of the driver of, and the carriage of goods or passengers, if any, in, the commercialmotor vehicle or combination of vehicles, and

(b) in the absence of evidence to the contrary, whereno CVOR certificate, as defined in subsection 16(1), or lease or contract applicable to a commercialmotor vehicle, is produced, the holder of the plate

portion of the permit for the commercial motor ve-hicle; (“utilisateur”)

“wheel” includes a major component of a wheel, such asa wheel rim or wheel assembly, and a large piece of awheel or of a major component of a wheel, but does notinclude a tire or large piece of a tire. (“roue”)

«roue» S’entend notamment d’une pièce importanted’une roue, y compris une jante ou un assemblage, etd’un morceau de grandes dimensions d’une roue oud’une pièce importante de celle-ci. Sont toutefois ex-clus de la présente définition les pneus et leurs mor-ceaux de grandes dimensions. («wheel»)

«utilisateur» S’entend :a) de la personne directement ou indirectement res-

ponsable de l’utilisation d’un véhicule utilitaire etnotamment du comportement du conducteur et dutransport de biens ou de passagers, le cas échéant, àl’intérieur du véhicule utilitaire ou de l’ensemblede véhicules;

b) en l’absence de preuve contraire, si aucun certificatd’immatriculation UVU, au sens du paragraphe 16(1), ou contrat de location ou autre concernant unvéhicule utilitaire n’est présenté, du titulaire de la

partie-plaque du certificat d’immatriculation duvéhicule utilitaire. («operator»)

Same

(8) In this section and in sections 84.2 and 84.3,Idem

(8) Les définitions qui suivent s’appliquent au présentarticle ainsi qu’aux articles 84.2 et 84.3.

“commercial motor vehicle” does not include a commer-cial motor vehicle, other than a bus, having a gross ve-hicle weight, as defined in subsection 114 (1), or manu-facturer’s gross vehicle weight rating, or gross vehicleweight for the purpose of determining the permit feeunder subsection 121 (1) of 4,500 kilograms or less;(“véhicule utilitaire”)

“permit” means a permit issued under subsection 7 (7) or a vehicle permit issued by another province or state.(“certificat d’immatriculation”)

«certificat d’immatriculation» Certificat délivré en vertudu paragraphe 7 (7) ou certificat d’immatriculation dé-livré par une autre province ou un État. («permit»)

«véhicule utilitaire» Est exclu de la présente définitiontout véhicule utilitaire, à l’exclusion d’un autobus, dontle poids brut, au sens du paragraphe 114 (1), la catégo-rie de poids brut indiquée par le fabricant ou le poids

brut servant au calcul des droits à acquitter pourl’obtention d’un certificat d’immatriculation aux termesdu paragraphe 121 (1) est d’au plus 4 500 kilogram-

mes. («commercial motor vehicle»)(3) Clause (b) of the definition of “operator” in sub-

section 84.1 (7) of the Act, as re-enacted by subsection(2), is amended by striking out “or contract”.

(3) L’alinéa b) de la définition de «utilisateur» auparagraphe 84.1 (7) du Code, tel qu’il est réédicté parle paragraphe (2), est modifié par suppression de «ouautre».

14. Part VI of the Act is amended by adding thefollowing section:

14. La partie VI du Code est modifiée par adjonc-tion de l’article suivant :

Offence if parts, etc., detach

84.2 (1) Where any part of a vehicle or anything af-fixed to a vehicle becomes detached from the vehiclewhile it is on a highway, the driver of the vehicle is guiltyof an offence.

Infraction en cas de détachement d’une pièce

84.2 (1) Est coupable d’une infraction le conducteurd’un véhicule dont une pièce ou une chose qui y est fixéese détache pendant qu’il est sur une voie publique.

Exception

(2) If a part or thing is detached from a vehicle for the purpose of carrying out a roadside repair, subsection (1)does not apply while the part or thing is so detached.

Exception

(2) Le paragraphe (1) ne s’applique pas pendantqu’une pièce ou une chose est détachée d’un véhicule envue de réparations sur le bord de la route.

Penalty

(3) Upon conviction of an offence under subsection(1), the driver of the vehicle is liable to a fine of not lessthan $100 and not more than $2,000.

Amende

(3) Sur déclaration de culpabilité pour une infraction prévue au paragraphe (1), le conducteur du véhicule est passible d’une amende d’au moins 100 $ et d’au plus2 000 $.

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Same

(4) Where the vehicle from which the part or thing becomes detached is a commercial motor vehicle, a vehi-cle drawn by a commercial motor vehicle, a mobile craneor a road-building machine, the driver of the vehicle isliable on conviction to a fine of not less than $400 and not

more than $20,000, and not as provided in subsection (3).

Idem

(4) Si la pièce ou la chose se détache d’un véhiculeutilitaire, d’un véhicule tracté par un véhicule utilitaire,d’une grue mobile ou d’une machine à construire des rou-tes, le conducteur est passible, sur déclaration de culpabi-lité, d’une amende d’au moins 400 $ et d’au plus 20 000 $

au lieu de celle prévue au paragraphe (3).Licence suspension

(5) In addition to the penalty under subsection (3) or (4), as the case may be, the court may suspend the per-son’s driver’s licence for a period of not more than 60days.

Suspension du permis de conduire

(5) Outre l’amende prévue au paragraphe (3) ou (4),selon le cas, le tribunal peut suspendre pour au plus 60

jours le permis de conduire de la personne.

15. Part VI of the Act is amended by adding thefollowing section:

15. La partie VI du Code est modifiée par adjonc-tion de l’article suivant :

Offence of causing parts to detach

84.3 (1) Every person who performs work to repair or maintain a vehicle or a vehicle part and who does any-thing that causes a part of the vehicle or anything affixedto the vehicle to become detached from the vehicle whileit is on a highway is guilty of an offence.

Infraction : causer le détachement d’une pièce

84.3 (1) Est coupable d’une infraction quiconque ef-fectue des travaux de réparation ou d’entretien d’un véhi-cule ou d’une pièce de véhicule et fait quoi que ce soit quicause le détachement d’une pièce du véhicule ou d’unechose qui y est fixée pendant qu’il se trouve sur une voie

publique.

Same

(2) Every person who carries on a business of repair-ing or maintaining vehicles or vehicle parts and who doesanything or permits another person to do anything thatcauses a part of a vehicle or anything affixed to a vehicleto become detached from the vehicle while it is on ahighway is guilty of an offence.

Idem

(2) Est coupable d’une infraction quiconque exerceune activité commerciale consistant à réparer ou à entre-tenir des véhicules ou des pièces de véhicules et fait ou

permet que soit fait quoi que ce soit qui cause le déta-chement d’une pièce d’un véhicule ou d’une chose qui yest fixée pendant qu’il se trouve sur une voie publique.

Exception

(3) If a part or thing is detached from a vehicle for the purpose of carrying out a roadside repair, subsections (1)

and (2) do not apply while the part or thing is so de-tached.

Exception

(3) Les paragraphes (1) et (2) ne s’appliquent pas pen-dant qu’une pièce ou une chose est détachée d’un véhi-

cule en vue de réparations sur le bord de la route.

Penalty

(4) Upon conviction of an offence under subsection (1)or (2), a person is liable to a fine of not less than $100 andnot more than $2,000.

Amende

(4) Sur déclaration de culpabilité pour une infraction prévue au paragraphe (1) ou (2), une personne est passibled’une amende d’au moins 100 $ et d’au plus 2 000 $.

Same, commercial motor vehicle

(5) Where the vehicle from which the part or thing becomes detached is a commercial motor vehicle, a vehi-cle drawn by a commercial motor vehicle, a mobile craneor a road-building machine, the person who is guilty of anoffence under subsection (1) or (2) is liable on convictionto a fine of not less than $400 and not more than $20,000,

and not as provided in subsection (4).

Idem : véhicule utilitaire

(5) Si la pièce ou la chose se détache d’un véhiculeutilitaire, d’un véhicule tracté par un véhicule utilitaire,d’une grue mobile ou d’une machine à construire des rou-tes, la personne qui est coupable d’une infraction prévueau paragraphe (1) ou (2) est passible, sur déclaration deculpabilité, d’une amende d’au moins 400 $ et d’au plus

20 000 $ au lieu de celle prévue au paragraphe (4).16. Section 107 of the Act is repealed and the fol-

lowing substituted:16. L’article 107 du Code est abrogé et remplacé

par ce qui suit :

Inspection and maintenance of commercial motor vehicles

107. (1) Every operator shall establish a system, and prepare and keep a written record of that system, to peri-odically inspect and maintain all commercial motor vehi-cles and vehicles drawn by commercial motor vehiclesthat are under the operator’s control and that are operatedor drawn on the highway.

Inspection et entretien des véhicules utilitaires

107. (1) L’utilisateur établit un système pour procéderà l’inspection et à l’entretien périodiques des véhiculesutilitaires et des véhicules qu’ils tractent qui sont sous soncontrôle et qui sont utilisés ou tractés sur une voie publi-que. En outre, il prépare et garde un dossier écrit sur lesystème.

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Same

(2) Every operator shall ensure that periodic inspec-tions and maintenance are carried out in accordance withthe system established under subsection (1).

Idem

(2) L’utilisateur veille à ce que l’inspection etl’entretien périodiques soient effectués conformément ausystème établi en application du paragraphe (1).

Performance standards

(3) Every operator shall ensure that the commercialmotor vehicles operated by the operator on a highway andthe vehicles drawn by such commercial motor vehiclesmeet the prescribed performance standards.

Normes de fonctionnement

(3) L’utilisateur veille à ce que les véhicules utilitairesqu’il utilise sur une voie publique et les véhicules qu’ilstractent satisfont aux normes de fonctionnement prescri-tes.

Daily and under-vehicle inspections and reports

(4) Every operator shall, for every commercial motor vehicle operated by the operator and for every vehicledrawn by such a commercial motor vehicle,

Inspections quotidiennes et du dessous et rapports

(4) L’utilisateur, pour chaque véhicule utilitaire qu’ilutilise et chaque véhicule tracté par celui-ci :

(a) supply the driver of the commercial motor vehiclewith the daily inspection schedule for the commer-cial motor vehicle and the drawn vehicle;

a) remet au conducteur du véhicule utilitaire le calen-drier d’inspection quotidienne du véhicule utilitaireet du véhicule tracté;

(b) ensure that daily inspections of the commercialmotor vehicle and drawn vehicle are conducted in

the prescribed manner;

b) veille à ce que l’inspection quotidienne du véhiculeutilitaire et du véhicule tracté soit effectuée de la

manière prescrite;(c) ensure that any under-vehicle inspections required

by the regulations in respect of the commercialmotor vehicle and drawn vehicle are conducted atthe times, in the circumstances and in the manner

prescribed;

c) veille à ce que toute inspection du dessous exigée par les règlements à l’égard du véhicule utilitaire etdu véhicule tracté soit effectuée aux moments,dans les circonstances et de la manière prescrits;

(d) ensure the accurate completion of daily inspectionreports and under-vehicle inspection reports in re-spect of the commercial motor vehicle and drawnvehicle.

d) veille à l’exactitude des rapports d’inspection quo-tidienne et des rapports d’inspection du dessous duvéhicule utilitaire et du véhicule tracté.

Completion of inspection reports

(5) Every person who conducts a daily inspection or under-vehicle inspection shall accurately complete aninspection report forthwith after completing the inspec-tion.

Préparation des rapports d’inspection

(5) Quiconque effectue une inspection quotidienne ouune inspection du dessous prépare un rapport d’inspectionexact sans délai après l’avoir terminée.

Driver to carry inspection schedule, reports

(6) At all times while in control of a commercial motor vehicle on a highway, the driver of the vehicle shall havein his or her possession the daily inspection schedule for the commercial motor vehicle and for any vehicle drawn

by the commercial motor vehicle and the completed dailyinspection reports and under-vehicle inspection reports, if applicable, for the commercial motor vehicle and drawnvehicle.

Obligation du conducteur de porter le calendrier et les rapportsd’inspection

(6) Le conducteur d’un véhicule utilitaire qui en a lecontrôle sur une voie publique a en sa possession le ca-lendrier d’inspection quotidienne du véhicule utilitaire etde tout véhicule qu’il tracte, ainsi que les rapportsd’inspection quotidienne et d’inspection du dessous, lecas échéant, préparés à leur égard.

Driver to surrender reports

(7) The driver of a commercial motor vehicle shall,upon the demand of a police officer or officer appointedfor carrying out the provisions of this Act, forthwith sur-render the inspection schedule and reports that he or sheis required to have in his or her possession by subsection(6).

Obligation du conducteur de remettre les rapports

(7) À la demande d’un agent de police ou d’un agentchargé d’appliquer les dispositions du présent code, leconducteur d’un véhicule utilitaire remet sans délai lecalendrier et les rapports d’inspection qu’il doit avoir ensa possession en application du paragraphe (6).

Report to operator

(8) Every driver of a commercial motor vehicle shall,

Rapport remis à l’utilisateur

(8) Le conducteur d’un véhicule utilitaire :

(a) make an entry in the daily inspection report forth-with upon any defect coming to his or her attention

a) fait sans délai une inscription dans le rapportd’inspection quotidienne lorsqu’il prend connais-

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after the daily inspection is conducted; sance de toute défectuosité après l’inspection quo-tidienne;

(b) report forthwith to the operator, as prescribed, anydefect found on the commercial motor vehicle o

r

vehicle drawn by the commercial motor vehicle asa result of the daily inspection or that comes to hisor her attention after the daily inspection is con-ducted; and

b) déclare sans délai à l’utilisateur, de la manière prescrite, toute défectuosité dans le véhicule utili-taire ou un véhicule tracté par celui-ci constaté aumoment de l’inspection quotidienne ou dont il

prend connaissance après celle-ci;

(c) submit the completed daily inspection reports andunder-vehicle inspection reports to the operator as

prescribed.

c) remet à l’utilisateur, de la manière prescrite, lesrapports d’inspection quotidienne et d’inspectiondu dessous.

Prohibition – driving without completing inspections, reports

(9) No person shall drive a commercial motor vehicleon a highway unless a daily inspection of the commercialmotor vehicle and any vehicle drawn by the commercialmotor vehicle and, if required by the regulations, an un-der-vehicle inspection or inspections, have been con-ducted as required by the regulations and an inspectionreport for each inspection has been completed.

Interdiction de conduire sans inspection ou sans rapport

(9) Nul ne doit conduire un véhicule utilitaire sur unevoie publique à moins que celui-ci et tout véhicule qu’iltracte aient fait l’objet de l’inspection quotidienne et, siles règlements l’exigent, des inspections du dessous ef-fectuées de la manière exigée par les règlements et que lerapport de chaque inspection ait été préparé.

Where inspection conducted by person other than driver(10) Where a person other than the driver of the com-

mercial motor vehicle conducts the daily inspection or under-vehicle inspection and provides the driver with acompleted inspection report, the driver may rely on theinspection report for the purpose of subsection (9) as

proof that the inspection to which it relates was conductedas required by the regulations, unless the driver has rea-son to believe otherwise.

Inspection effectuée par une autre personne que le conducteur(10) Si une autre personne que le conducteur du véhi-

cule utilitaire effectue l’inspection quotidienne oul’inspection du dessous et remet le rapport d’inspectionqu’elle a préparé au conducteur, celui-ci peut, pour l’ap-

plication du paragraphe (9), se fonder sur le rapport pour prouver que l’inspection à laquelle il se rapporte a étéeffectuée de la manière exigée par les règlements, saufs’il a des motifs de croire le contraire.

Prohibition – driving with prescribed defect

(11) No person shall drive a commercial motor vehicleon a highway if the commercial motor vehicle or any ve-hicle drawn by the commercial motor vehicle has a defect

prescribed for the purpose of this subsection.

Interdiction de conduire avec une défectuosité prescrite

(11) Nul ne doit, sur une voie publique, conduire unvéhicule utilitaire si celui-ci ou un véhicule qu’il tracte

présente une défectuosité prescrite pour l’application du présent paragraphe.

Same

(12) No person shall drive a commercial motor vehicleon a highway if the commercial motor vehicle or any ve-hicle drawn by the commercial motor vehicle has a defect

prescribed for the purpose of this subsection, except as permitted by and in accordance with the regulations.

Idem

(12) Nul ne doit, sur une voie publique, conduire unvéhicule utilitaire si celui-ci ou un véhicule qu’il tracte

présente une défectuosité prescrite pour l’application du présent paragraphe, sauf selon ce que permettent les rè-glements et conformément à ceux-ci.

Records

(13) Every operator of a commercial motor vehicleshall maintain or cause to be maintained the books andrecords that are prescribed at the prescribed location andshall produce the books and records upon the demand of an officer appointed for carrying out the provisions of this

Act.

Dossiers

(13) L’utilisateur d’un véhicule utilitaire tient ou faiten sorte que soient tenus les livres et les dossiers prescritsà l’endroit prescrit et les produit à la demande d’un agentchargé d’appliquer les dispositions du présent code.

Electronic documents

(14) Despite the Electronic Commerce Act, 2000, elec-tronic documents may only be used for a purpose under this section in compliance with the regulations.

Documents électroniques

(14) Malgré la Loi de 2000 sur le commerce électroni-que, un document électronique ne peut être utilisé à unefin visée au présent article que conformément aux règle-ments.

Offence

(15) Every person who contravenes or fails to complywith subsection (1), (2), (3), (4), (11) or (13) is guilty of an offence and on conviction is liable to a fine of not lessthan $250 and not more than $20,000 or to imprisonment

Infraction

(15) Quiconque contrevient ou omet de se conformerau paragraphe (1), (2), (3), (4), (11) ou (13) est coupabled’une infraction et passible, sur déclaration de culpabilité,d’une amende d’au moins 250 $ et d’au plus 20 000 $ et

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for a term of not more than six months, or to both. d’un emprisonnement d’au plus six mois, ou d’une seulede ces peines.

Same

(16) Every person who contravenes or fails to complywith subsection (5), clause (8) (b) or subsection (9) or (12) is guilty of an offence and on conviction is liable to a

fine of not less than $200 and not more than $1,000.

Idem

(16) Quiconque contrevient ou omet de se conformerau paragraphe (5), à l’alinéa (8) b) ou au paragraphe (9)ou (12) est coupable d’une infraction et passible, sur dé-

claration de culpabilité, d’une amende d’au moins 200 $et d’au plus 1 000 $.

Not liable for other offences

(17) It is a defence for a person, other than the opera-tor, charged with an offence under another section of thisAct in respect of a defect prescribed for the purpose of subsection (12) that the person complied with the regula-tions made for the purpose of that subsection.

Immunité : autres infractions

(17) Le fait d’avoir observé les règlements pris en application du paragraphe (12) constitue une défense pourquiconque, sauf l’utilisateur, est accusé d’avoir commisune infraction prévue à un autre article du présent code àl’égard d’une défectuosité prescrite pour l’application dece paragraphe.

Regulations

(18) The Lieutenant Governor in Council may makeregulations,

Règlements

(18) Le lieutenant-gouverneur en conseil peut, par rè-glement :

(a) defining “commercial motor vehicle” and “opera-tor” for the purposes of this section;

a) définir «véhicule utilitaire» et «utilisateur» pourl’application du présent article;

(b) respecting the driving or operation of commercialmotor vehicles and the drawing of vehicles bycommercial motor vehicles;

b) traiter de la conduite ou de l’utilisation des véhicu-les utilitaires et de la traction de véhicules parceux-ci;

(c) prescribing minimum requirements that the systemof periodic inspections and maintenance required

by subsection (1) must meet, including the contentand frequency of the inspections and maintenance;

c) prescrire les exigences minimales auxquelles doitsatisfaire le système d’inspection et d’entretien pé-riodiques exigé par le paragraphe (1), y compris lanature et la fréquence des inspections et del’entretien;

(d) prescribing performance standards for the purposeof subsection (3);

d) prescrire des normes de fonctionnement pourl’application du paragraphe (3);

(e) governing daily inspections and under-vehicle in-

spections, including prescribing their content,method, and timing, the period for which they arevalid and, in respect of under-vehicle inspections,the classes or types of vehicles that require them;

e) régir les inspections quotidiennes et les inspections

du dessous, y compris prescrire leur nature, leursmodalités, leur fréquence et leur période de validitéainsi que les catégories ou types de véhicules quidoivent faire l’objet d’inspections du dessous;

(f) prescribing the qualifications of the persons whomay inspect vehicles, and prescribing differentqualifications for different kinds of inspections andfor different classes or types of vehicles;

f) prescrire les qualités requises des personnes qui peuvent inspecter des véhicules et prescrire desqualités requises différentes pour différents typesd’inspection et pour des catégories ou types diffé-rents de véhicules;

(g) prescribing the contents of daily inspection sched-ules and reports and under-vehicle inspection re-

ports;

g) prescrire le contenu des calendriers et rapportsd’inspection quotidienne et des rapports d’inspec-tion du dessous;

(h) governing the making of entries under clause (8)

(a);

h) régir les inscriptions prévues à l’alinéa (8) a);

(i) governing the reporting under clause (8) (b), in-cluding operators’ responsibilities with respect toreporting;

i) régir la déclaration prévue à l’alinéa (8) b), y compris les responsabilités de l’utilisateur à cet égard;

(j) governing the submission of inspection reportsunder clause (8) (c);

j) régir la remise des rapports d’inspection en appli-cation de l’alinéa (8) c);

(k) prescribing defects for the purpose of subsection(11);

k) prescrire des défectuosités pour l’application du paragraphe (11);

(l) prescribing defects and requirements for the purpose of subsection (12);

l) prescrire des défectuosités et des exigences pourl’application du paragraphe (12);

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(m) prescribing and governing books and records to bemaintained by operators and prescribing the loca-tion where books and records are to be maintained;

m) prescrire et régir les livres et les dossiers que lesutilisateurs doivent tenir et prescrire l’endroit où ilsdoivent le faire;

(n) governing the use of electronic documents; n) régir l’utilisation de documents électroniques;

(o) exempting any person or class of persons or anyvehicle or class or type of vehicles from any provi-sion of this section or of any regulation made under this section and prescribing conditions and circum-stances for any such exemption.

o) dispenser une personne, une catégorie de person-nes, un véhicule ou une catégorie ou un type devéhicules de l’application d’une disposition du pré-sent article ou d’un règlement pris en applicationde celui-ci et prescrire les conditions et les circons-tances d’une telle dispense.

Same

(19) A regulation made under subsection (18) mayapply in respect of a class or type of vehicle or class of operator or person and may contain different provisionsfor different classes or types of vehicles and differentclasses of operators and persons.

Idem

(19) Les règlements pris en application du paragraphe(18) peuvent s’appliquer à l’égard d’une catégorie oud’un type de véhicules ou d’une catégorie d’utilisateursou de personnes et peuvent contenir différentes disposi-tions à l’égard de catégories ou de types différents devéhicules et de catégories différentes d’utilisateurs et de

personnes.

17. (1) Subsection 128 (1) of the Act is repealed and

the following substituted:

17. (1) Le paragraphe 128 (1) du Code est abrogé

et remplacé par ce qui suit :

Rate of speed

(1) No person shall drive a motor vehicle at a rate of speed greater than,

Vitesse

(1) Nul ne doit conduire un véhicule automobile à unevitesse supérieure :

(a) 50 kilometres per hour on a highway within a localmunicipality or within a built-up area;

a) à 50 kilomètres à l’heure sur une voie publiquesituée dans une municipalité locale ou une agglo-mération;

(b) despite clause (a), 80 kilometres per hour on ahighway, not within a built-up area, that is within alocal municipality that had the status of a townshipon December 31, 2002 and, but for the enactmentof the Municipal Act, 2001, would have had thestatus of a township on January 1, 2003, if the mu-nicipality is prescribed by regulation;

b) malgré l’alinéa a), à 80 kilomètres à l’heure surune voie publique qui n’est pas située dans une ag-glomération mais est située dans une municipalitélocale qui avait le statut de canton le 31 décembre2002 et, n’eût été l’édiction de la Loi de 2001 surles municipalités, aurait conservé ce statut le1er janvier 2003, si la municipalité est prescrite parrèglement;

(c) 80 kilometres per hour on a highway designated bythe Lieutenant Governor in Council as a con-trolled-access highway under the Public Transpor-tation and Highway Improvement Act , whether or not the highway is within a local munici pality or

built-up area;

c) à 80 kilomètres à l’heure sur une voie publique quele lieutenant-gouverneur en conseil désigne commeroute à accès limité en vertu de la Loi sur l’aména-

gement des voies publiques et des transports encommun, qu’elle soit située ou non dans une muni-cipalité locale ou une agglomération;

(d) the rate of speed prescribed for motor vehicles on ahighway in accordance with subsection (2), (3.1),(4), (5), (6), (6.1) or (7);

d) à la vitesse prescrite pour les véhicules automobi-les sur une voie publique conformément au para-graphe (2), (3.1), (4), (5), (6), (6.1) ou (7);

(e) the maximum rate of speed set under subsection(10) and posted in a construction zone designatedunder subsection (8) or (8.1); or

e) à la vitesse maximale fixée en vertu du paragraphe(10) et affichée dans une zone de construction dé-signée en vertu du paragraphe (8) ou (8.1);

(f) the maximum rate of speed posted on a highway or portion of a highway pursuant to section 128.0.1.

f) à la vitesse maximale affichée sur une voie publi-que ou section de voie publique conformément àl’article 128.0.1.

(2) Subsection 128 (3) of the Act is repealed and thefollowing substituted:

(2) Le paragraphe 128 (3) du Code est abrogé etremplacé par ce qui suit :

Same

(3) The rate of speed prescribed under subsection (2)or set under subsection (10) shall be 40, 50, 60, 70, 80, 90or 100 kilometres per hour.

Idem

(3) La vitesse prescrite en vertu du paragraphe (2) oufixée en vertu du paragraphe (10) est de 40, 50, 60, 70,80, 90 ou 100 kilomètres à l’heure.

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(3) L’article 128 du Code est modifié par adjonc-tion du paragraphe suivant :

Rate in traffic calming areas

(3.1) Where the roadway of a highway, or of a portionof a highway, has physical impediments for the purposeof reducing traffic speeds to less than 40 kilometres per

hour, the council of a municipality may by by-law pre-scribe a rate of speed of 30 kilometres per hour for motor vehicles driven on the highway or portion of the highway.

Vitesse dans une zone de ralentissement de la circulation

(3.1) Lorsque la chaussée d’une voie publique oud’une section de voie publique est munie de dispositifslimitant la vitesse de circulation à moins de 40 kilomètres

à l’heure, le conseil d’une municipalité peut, par règle-ment municipal, prescrire une vitesse de 30 kilomètres àl’heure pour les véhicules automobiles conduits sur cettevoie publique ou section de voie publique.

(4) Subsections 128 (8), (9) and (10) of the Act arerepealed and the following substituted:

(4) Les paragraphes 128 (8), (9) et (10) du Codesont abrogés et remplacés par ce qui suit :

Construction zones

(8) An official of the Ministry authorized by theMinister in writing may designate any part of the King’sHighway as a construction zone, and every constructionzone designated under this subsection shall be marked bysigns in accordance with the regulations.

Zones de construction

(8) Le fonctionnaire du ministère autorisé par écrit parle ministre peut désigner toute section de la route princi-

pale comme zone de construction, auquel cas celle-ci doitcomporter des panneaux conformes aux règlements.

Same

(8.1) A person appointed by the municipality for the purpose of this subsection may designate a highway or portion of a highway under the municipality’s jurisdictionas a construction zone, and every construction zone des-ignated under this subsection shall be marked by signs inaccordance with the regulations.

Idem

(8.1) La personne que nomme une municipalité pourl’application du présent paragraphe peut désigner unevoie publique ou section de voie publique relevant de lacompétence de la municipalité comme zone de construc-tion, auquel cas celle-ci doit comporter des panneauxconformes aux règlements.

Same

(8.2) The presence of signs posted under subsection(8) or (8.1) is proof, in the absence of evidence to thecontrary, of the designation of the portion of the highwayas a construction zone, of the authority of the person au-thorized under subsection (8) or (8.1) to make the desig-nation and of the speed limit set for the portion of the

highway under subsection (10).

Idem

(8.2) La présence de panneaux placés en application du paragraphe (8) ou (8.1) constitue la preuve, en l’absencede preuve contraire, de la désignation comme zone deconstruction de la section de voie publique, du pouvoir defaire la désignation que confère à la personne autorisée le

paragraphe (8) ou (8.1) et de la vitesse maximale fixée

pour la section en vertu du paragraphe (10). Regulations Act does not apply

(9) A designation under subsection (8) or (8.1) and thesetting of a speed limit under subsection (10) are notregulations within the meaning of the Regulations Act .

Non-application de la Loi sur les règlements

(9) La désignation faite en vertu du paragraphe (8) ou(8.1) et la fixation d’une vitesse maximale en vertu du

paragraphe (10) ne sont pas des règlements au sens de la Loi sur les règlements.

Speed limit in construction zones

(10) The person authorized under subsection (8) or (8.1) may set a lower rate of speed for motor vehiclesdriven in the designated construction zone than is other-wise provided in this section, and the speed limit shall not

become effective until the highway or portion of it af-fected is signed in accordance with subsection (8) or (8.1), as the case may be, and with subsection (10.1).

Vitesse maximale dans une zone de construction

(10) La personne autorisée en vertu du paragraphe (8)ou (8.1) peut fixer, pour les véhicules automobilesconduits dans la zone de construction désignée, une vi-tesse inférieure à celle prévue par ailleurs au présent arti-cle. La vitesse maximale ne doit entrer en vigueur quelorsque la voie publique ou section de voie publique viséeest dotée de panneaux conformes au paragraphe (8) ou(8.1), selon le cas, et au paragraphe (10.1).

Speed limit signs in construction zones

(10.1) Signs posting the maximum rate of speed atwhich motor vehicles may be driven in a designated con-struction zone may be erected in accordance with theregulations.

Panneaux de vitesse maximale dans une zone de construction

(10.1) Des panneaux indiquant la vitesse maximale àlaquelle les véhicules automobiles peuvent être conduitsdans une zone de construction désignée peuvent être misen place conformément aux règlements.

(5) Subsection 128 (11) of the Act is repealed andthe following substituted:


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By-laws, regulations effective when posted

(11) No by-law passed under this section or regulationmade under clause (7) (c) becomes effective until thehighway or portion of it affected by the by-law or regula-tion, as the case may be, is signed in accordance with thisAct and the regulations.

Les règlements entrent en vigueur une fois affichés

(11) Le règlement municipal adopté en vertu du pré-sent article ou le règlement pris en application de l’alinéa(7) c) n’entre en vigueur que lorsque la voie publique ousection de voie publique qu’il vise est dotée de panneauxconformes au présent code et aux règlements.

(6) Subsection 128 (13) of the Act is amended bystriking out the portion before clause (a) and substi-tuting the following:

(6) Le paragraphe 128 (13) du Code est modifié parsubstitution de ce qui suit au passage qui précèdel’alinéa a) :

Fire department vehicles and police vehicles

(13) The speed limits prescribed by this section or by aregulation or by-law passed under this section or set un-der section 128.0.1 do not apply to,

Véhicule de pompiers ou de police

(13) Les vitesses maximales prescrites par le présentarticle ou par un règlement pris en application ou un rè-glement municipal adopté en vertu du présent article oufixées en vertu de l’article 128.0.1 ne s’appliquent pasaux véhicules suivants :

. . . . . . . . . .



Penalty

(14) Every person who contravenes this section or any by-law or regulation made under this section is guilty of an offence and on conviction is liable, where the rate of speed at which the motor vehicle was driven,

Peine

(14) Quiconque contrevient au présent article, à unrèglement ou à un règlement municipal pris en applica-tion du présent article est coupable d’une infraction et

passible, sur déclaration de culpabilité, des amendes sui-vantes :

(a) is less than 20 kilometres per hour over the speedlimit, to a fine of $3 for each kilometre per hour that the motor vehicle was driven over the speedlimit;

a) si la vitesse à laquelle le véhicule automobilecirculait est inférieure à 20 kilomètres à l’heure au-delà de la vitesse maximale, 3 $ pour chaque kilo-mètre à l’heure où le véhicule automobile circulaitau-delà de la vitesse maximale;

(b) is 20 kilometres per hour or more but less than 30kilometres per hour over the speed limit, to a fine

of $4.50 for each kilometre per hour that the motor vehicle was driven over the speed limit;

b) si la vitesse à laquelle le véhicule automobilecirculait est de 20 kilomètres à l’heure ou plus,

mais inférieure à 30 kilomètres à l’heure, au-delàde la vitesse maximale, 4,50 $ pour chaquekilomètre à l’heure où le véhicule automobilecirculait au-delà de la vitesse maximale;

(c) is 30 kilometres per hour or more but less than 50kilometres per hour over the speed limit, to a fineof $7 for each kilometre per hour that the motor vehicle was driven over the speed limit; and

c) si la vitesse à laquelle le véhicule automobile cir-culait est de 30 kilomètres à l’heure ou plus, maisinférieure à 50 kilomètres à l’heure, au-delà de lavitesse maximale, 7 $ pour chaque kilomètre àl’heure où le véhicule automobile circulait au-delàde la vitesse maximale;

(d) is 50 kilometres per hour or more over the speedlimit, to a fine of $9.75 for each kilometre per hou

r

that the motor vehicle was driven over the speedlimit.

d) si la vitesse à laquelle le véhicule automobile cir-culait est de 50 kilomètres à l’heure ou plus au-delàde la vitesse maximale, 9,75 $ pour chaque kilomè-tre à l’heure où le véhicule automobile circulait au-delà de la vitesse maximale.



Penalty for speeding in construction zones

(14.1) Every person who contravenes this section in aconstruction zone designated under subsection (8) or (8.1)when there is a worker in the construction zone is liableon conviction, not to the fines set out in subsection (14),

but, where the rate of speed at which the motor vehiclewas driven,

Peine pour excès de vitesse dans une zone de construction

(14.1) Quiconque contrevient au présent article dansune zone de construction désignée en vertu du paragraphe(8) ou (8.1) lorsqu’un travailleur se trouve dans celle-ciest passible, sur déclaration de culpabilité, des amendessuivantes plutôt que de celles prévues au paragraphe(14) :

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(a) is less than 20 kilometres per hour over the postedspeed limit, to a fine of double the fine set out inclause (14) (a) for each kilometre per hour that themotor vehicle was driven over the speed limit;

a) si la vitesse à laquelle le véhicule automobile cir-culait est inférieure à 20 kilomètres à l’heure au-delà de la vitesse maximale affichée, une amendeégale au double de celle prévue à l’alinéa (14) a)

pour chaque kilomètre à l’heure où le véhicule au-tomobile circulait au-delà de la vitesse maximale;

(b) is 20 kilometres per hour or more but less than 30kilometres per hour over the posted speed limit, toa fine of double the fine set out in clause (14) (b)for each kilometre per hour that the motor vehiclewas driven over the speed limit;

b) si la vitesse à laquelle le véhicule automobile cir-culait est de 20 kilomètres à l’heure ou plus, maisinférieure à 30 kilomètres à l’heure, au-delà de lavitesse maximale affichée, une amende égale audouble de celle prévue à l’alinéa (14) b) pour cha-que kilomètre à l’heure où le véhicule automobilecirculait au-delà de la vitesse maximale;

(c) is 30 kilometres per hour or more but less than 50kilometres per hour over the posted speed limit, toa fine of double the fine set out in clause (14) (c)for each kilometre per hour that the motor vehiclewas driven over the speed limit; and

c) si la vitesse à laquelle le véhicule automobile cir-culait est de 30 kilomètres à l’heure ou plus, maisinférieure à 50 kilomètres à l’heure, au-delà de lavitesse maximale affichée, une amende égale audouble de celle prévue à l’alinéa (14) c) pour cha-que kilomètre à l’heure où le véhicule automobilecirculait au-delà de la vitesse maximale;

(d) is 50 kilometres per hour or more over the postedspeed limit, to a fine of double the fine set out inclause (14) (d) for each kilometre per hour that themotor vehicle was driven over the speed limit.

d) si la vitesse à laquelle le véhicule automobile cir-culait est de 50 kilomètres à l’heure ou plus au-delàde la vitesse maximale affichée, une amende égaleau double de celle prévue à l’alinéa (14) d) pourchaque kilomètre à l’heure où le véhicule automo-

bile circulait au-delà de la vitesse maximale.



Suspension of licence on conviction

(15) Subject to subsection 207 (7), where a court hasconvicted a person for a contravention of this section andhas determined that the person convicted was driving at arate of speed of 50 or more kilometres per hour greater

than the speed limit, the court may,

Suspension du permis à la déclaration de culpabilité

(15) Sous réserve du paragraphe 207 (7), le tribunalqui a déclaré une personne coupable d’avoir contrevenuau présent article et établi qu’elle conduisait à une vitessede 50 kilomètres à l’heure ou plus au-delà de la vitesse

maximale peut :(a) suspend the driver’s licence of the person for a

period of not more than 30 days;a) suspendre le permis de conduire de la personne

pour au plus 30 jours;

(b) upon the first subsequent conviction where thecourt determined in respect of each conviction thatthe person was driving at a rate of speed of 50 or more kilometres per hour greater than the speedlimit, suspend the driver’s licence of the person for a period of not more than 60 days;

b) suspendre le permis de conduire de la personne pour au plus 60 jours à la première déclaration deculpabilité subséquente, s’il a établi à l’égard dechaque déclaration de culpabilité qu’elle conduisaità une vitesse de 50 kilomètres à l’heure ou plus au-delà de la vitesse maximale;

(c) upon the second subsequent conviction or an addi-tional subsequent conviction, where the court de-termined in respect of each conviction that the per-son was driving at a rate of speed of 50 or more

kilometres per hour greater than the speed limit,suspend the driver’s licence of the person for a pe-riod of not more than one year.

c) suspendre le permis de conduire de la personne pour au plus un an à la deuxième déclaration deculpabilité subséquente ou à la déclaration deculpabilité subséquente additionnelle, s’il a établi à

l’égard de chaque déclaration de culpabilité qu’elleconduisait à une vitesse de 50 kilomètres à l’heureou plus au-delà de la vitesse maximale.

Determining subsequent conviction

(15.1) In determining whether a conviction is a subse-quent conviction for the purposes of subsection (15), theonly question to be considered is the sequence of convic-tions and no consideration shall be given to the sequenceof commission of offences or whether any offence oc-curred before or after any conviction.

Déclaration de culpabilité subséquente

(15.1) Afin de déterminer s’il s’agit d’une déclarationde culpabilité subséquente pour l’application du paragra-

phe (15), il ne doit être tenu compte que de l’ordre desdéclarations de culpabilité et non de l’ordre dans lequelles infractions ont été commises, ni du fait qu’une infrac-tion a été commise avant ou après une déclaration deculpabilité.

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Five-year limitation

(15.2) Clauses (15) (b) and (c) do not apply when thesubsequent conviction is more than five years after thefirst conviction.

Restriction de cinq ans

(15.2) Les alinéas (15) b) et c) ne s’appliquent paslorsque la déclaration de culpabilité subséquente a lieu

plus de cinq ans après la première.

Transition

(15.3) Despite subsection (15.2), a conviction that was before the date on which this subsection comes into forceshall not be taken into account for the purpose of clauses(15) (b) and (c).

Disposition transitoire

(15.3) Malgré le paragraphe (15.2), la déclaration deculpabilité qui a eu lieu avant la date d’entrée en vigueurdu présent paragraphe ne doit pas être prise en considéra-tion pour l’application des alinéas (15) b) et c).

(10) Section 128 of the Act is amended by addingthe following subsection:


Certificate of offence not to be amended to charge owner

(15.4) A certificate of offence that specifies an offenceunder section 128 against a driver shall not be amended toreflect a charge against that person as an owner.

Interdiction de modifier le procès-verbal d’infraction pour accuserle propriétaire

(15.4) Le procès-verbal d’infraction qui précise uneinfraction prévue à l’article 128 comme étant l’infractioncommise par le conducteur ne doit pas être modifié pouraccuser cette personne en tant que propriétaire.

18. Part IX of the Act is amended by adding the

following section:

18. La partie IX du Code est modifiée par adjonc-

tion de l’article suivant :Variable speed limits

128.0.1 (1) The Minister may designate any highwayor portion of a highway where variable maximum rates of speed may be set in accordance with this section.

Vitesses maximales variables

128.0.1 (1) Le ministre peut désigner une voie publi-que ou une section de voie publique où des vitessesmaximales variables peuvent être fixées conformément au

présent article.

Same

(2) An official of the Ministry authorized by the Min-ister in writing may, from time to time, set a maximumrate of speed for a highway or portion of a highway des-ignated under subsection (1) or for each lane, direction otravel or class or type of motor vehicle on a highway or

portion of a highway designated under subsection (1).

Idem

(2) Le fonctionnaire du ministère autorisé par écrit parle ministre peut fixer une vitesse maximale pour une voie

publique ou une section de voie publique désignée envertu du paragraphe (1) ou pour chaque voie, sens de lacirculation ou catégorie ou type de véhicule automobilesur une telle voie publique ou section de voie publique.

Speed limits posted

(3) A maximum rate of speed set under subsection (2)shall be posted by means of signs prescribed by the regu-lations and is not effective unless it is so posted.

Affichage de la vitesse maximale

(3) La vitesse maximale fixée en vertu du paragraphe(2) est affichée sur des panneaux prescrits par les règle-ments et n’est en vigueur que si elle est ainsi affichée.

Where no speed limit posted

(4) Where no maximum rate of speed is posted under this section, the maximum rate of speed for the highwayor portion of the highway or for the lane, direction of travel or class or type of motor vehicle shall be the maxi-mum rate of speed that would otherwise apply under sec-tion 128.

Non-affichage de la vitesse maximale

(4) Lorsque la vitesse maximale n’est pas affichée enapplication du présent article, la vitesse maximale pour lavoie publique ou section de voie publique ou pour la voie,le sens de la circulation ou la catégorie ou le type de véhi-cule automobile est la vitesse maximale qui s’appliquerait

par ailleurs aux termes de l’article 128.

Records

(5) The Ministry official shall keep a record of everymaximum rate of speed set and posted under subsections(2) and (3), together with the highway or portion of thehighway or lane, direction of travel and class or type of motor vehicle to which it applies, the dates and times for which it is applicable and the dates and times when it wasset and posted.

Relevés

(5) Le fonctionnaire du ministère conserve un relevédes vitesses maximales fixées et affichées en applicationdes paragraphes (2) et (3), ainsi que de la voie publiqueou section de voie publique et de la voie, du sens de lacirculation et de la catégorie ou du type de véhicule au-tomobile auxquels elles s’appliquent, des dates et heuresauxquelles elles sont en vigueur et des dates et heuresauxquelles elles ont été fixées et affichées.

Regulations


Règlements


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(a) designating highways or portions of highways for the purpose of subsection (1);

a) désigner des voies publiques ou des sections devoies publiques pour l’application du paragraphe(1);

(b) prescribing the kinds of signs that may be used for the purposes of this section and prescribing thewording or messages that may be displayed on

them.

b) prescrire les types de panneaux qui peuvent êtreutilisés pour l’application du présent article et le li-

bellé ou les messages qui peuvent y être affichés.

Regulations Act does not apply

(7) The setting of a speed limit under subsection (2) isnot a regulation within the meaning of the Regulations

Act .

Non-application de la Loi sur les règlements

(7) La fixation d’une vitesse maximale en vertu du paragraphe (2) n’est pas un règlement au sens de la Loi sur les règlements.

19. Part X of the Act is amended by adding the fol-lowing section:

19. La partie X du Code est modifiée par adjonc-tion de l’article suivant :

Removal of vehicle, debris blocking traffic

134.1 (1) Where a police officer considers it reasonably necessary,

Enlèvement d’un véhicule : débris bloquant une voie publique

134.1 (1) L’agent de police qui l’estime raisonnable-ment nécessaire :

(a) to ensure orderly movement of traffic; or a) soit pour assurer le bon ordre de la circulation;

(b) to prevent injury or damage to persons or property,

b) soit pour empêcher des lésions corporelles ou desdommages matériels,

he or she may remove and store or order the removal andstorage of a vehicle, cargo or debris that are directly or indirectly impeding or blocking the normal and reason-able movement of traffic on a highway and shall notifythe owner of the vehicle of the location to which the vehi-cle was removed.

peut enlever et remiser ou ordonner que soient enlevés etremisés un véhicule, son chargement ou des débris s’ilsralentissent ou bloquent directement ou indirectement lacirculation normale et raisonnable sur une voie publique,auquel cas il doit indiquer au propriétaire du véhicule oùcelui-ci a été déplacé.

Costs of removal

(2) The costs and charges for the removal and storageof the vehicle, cargo or debris removed are a debt due bythe owner, operator and driver of the vehicle, for whichthey are jointly and severally liable, and the debt may berecovered in any court of competent jurisdiction and are alien upon the vehicle, which may be enforced in the man-ner provided by the Repair and Storage Liens Act .

Frais d’enlèvement

(2) Les dépenses et les frais engagés pour l’enlèvementet le remisage du véhicule, de son chargement ou des dé-

bris enlevés constituent une dette du propriétaire, del’utilisateur et du conducteur du véhicule dont ils sontconjointement et individuellement responsables. La dette

peut être recouvrée devant un tribunal compétent et cons-titue un privilège sur le véhicule qui peut être exécuté dela manière prévue par la Loi sur le privilège des répara-teurs et des entreposeurs.

Conflict with other Acts

(3) In the event of a conflict with this section, the fol-lowing prevail:

Incompatibilité avec d’autres lois

(3) En cas d’incompatibilité avec le présent article, lesdispositions suivantes l’emportent :

1. Part X of the Environmental Protection Act and theregulations made under it, with respect to a pollut-ant on a highway.

1. La partie X de la Loi sur la protection del’environnement et ses règlements d’application, àl’égard d’un polluant sur une voie publique.

2. The Dangerous Goods Transportation Act and theregulations made under it.

2. La Loi sur le transport de matières dangereuses etses règlements d’application.

Protection from liability

(4) No action or other proceeding for damages shall be brought against a police officer, a police force, a policeservices board, any member of a police services board,the Crown, an employee of the Crown or an agent of theCrown for any act done in good faith in the performanceor intended performance of a duty under this section, or inthe exercise or intended exercise of a power under thissection, or any neglect or default in the performance or exercise in good faith of such duty or power.

Immunité

(4) Sont irrecevables les actions ou autres instances endommages-intérêts introduites contre un agent de police,un corps de police, une commission de services policiersou un de ses membres, ou la Couronne ou un de ses em-

ployés ou mandataires pour un acte accompli de bonne foidans l’exercice effectif ou censé tel des fonctions ou des

pouvoirs que lui attribue le présent article ou pour unenégligence ou un manquement qu’il a commis dansl’exercice de bonne foi de ces fonctions ou pouvoirs.

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Definition

(5) In subsection (2),

Définition

(5) La définition qui suit s’applique au paragraphe (2).

“operator” means,

(a) operator as defined in subsection 16 (1), and

(b) in the absence of evidence to the contrary, wherethere is no CVOR certificate, as defined in subsec-tion 16 (1), or lease applicable to the commercialmotor vehicle, the holder of the plate portion of the

permit for the commercial motor vehicle.

«utilisateur» S’entend :

a) d’une part, au sens du paragraphe 16 (1);

b) d’autre part, en l’absence de preuve contraire, siaucun certificat d’immatriculation UVU, au sensdu paragraphe 16 (1), ou contrat de locationconcernant le véhicule utilitaire n’est présenté, dutitulaire de la partie-plaque du certificat d’immatri-culation du véhicule.

20. (1) The English version of subsection 140 (5) of the Act is amended by striking out “maximum speedlimit” and substituting “speed limit”.

20. (1) La version anglaise du paragraphe 140 (5)du Code est modifiée par substitution de «speed limit»à «maximum speed limit».



Offence

(7) Every person who contravenes subsection (1), (2)

or (3) is guilty of an offence and on conviction is liable toa fine of not less than $150 and not more than $500.

Infraction

(7) Quiconque contrevient au paragraphe (1), (2) ou

(3) est coupable d’une infraction et passible, sur déclara-tion de culpabilité, d’une amende d’au moins 150 $ etd’au plus 500 $.

21. Section 144 of the Act is amended by adding thefollowing subsection:

21. L’article 144 du Code est modifié par adjonc-tion du paragraphe suivant :

Offence

(31.3) Every person who contravenes subsection (7) isguilty of an offence and on conviction is liable to a fine ofnot less than $150 and not more than $500.

Infraction

(31.3) Quiconque contrevient au paragraphe (7) estcoupable d’une infraction et passible, sur déclaration deculpabilité, d’une amende d’au moins 150 $ et d’au plus500 $.



Traffic control stop and slow signs

146.1 (1) A traffic control person on a roadway or adjacent to a roadway where construction or maintenancework is being carried out may display a traffic controlstop or slow sign.

Panneaux d’arrêt et de ralentissement de la circulation

146.1 (1) Un agent de régulation de la circulation quise trouve sur une chaussée ou près d’une chaussée où sonteffectués des travaux de construction ou d’entretien peutfaire usage d’un panneau d’arrêt ou de ralentissement dela circulation.

Driver required to stop

(2) Where a traffic control person displays a trafficcontrol stop sign, the driver of any vehicle or street car approaching the traffic control person shall stop beforereaching the traffic control person and shall not proceeduntil the traffic control person stops displaying the trafficcontrol stop sign.

Obligation de s’arrêter

(2) Le conducteur d’un véhicule ou d’un tramway quis’approche d’un agent de régulation de la circulation quifait usage d’un panneau d’arrêt de la circulation s’arrêteavant d’atteindre l’agent et ne doit pas repartir tant qu’ilfait usage du panneau.

Driver required to slow down

(3) Where a traffic control person displays a trafficcontrol slow sign, the driver of any vehicle or street car approaching the traffic control person shall approach thetraffic control person and proceed past him or her and

past the construction or maintenance work with cautionand at a slow rate of speed so as not to endanger any per-son or vehicle on or adjacent to the roadway.

Obligation de ralentir

(3) Le conducteur d’un véhicule ou d’un tramway quis’approche d’un agent de régulation de la circulation quifait usage d’un panneau de ralentissement de la circula-tion s’approche de l’agent, le dépasse et dépasse les tra-vaux de construction ou d’entretien avec prudence et àvitesse réduite, de façon à ne mettre en danger aucune

personne ni aucun véhicule qui se trouve sur la chausséeou près d’elle.

Unauthorized use of sign

(4) No person other than a traffic control person shall

Utilisation non autorisée d’un panneau

(4) Nul, sauf un agent de régulation de la circulation,

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display on a highway a traffic control stop or slow sign. ne doit faire usage sur une voie publique d’un panneaud’arrêt ou de ralentissement de la circulation.

Regulations

(5) The Lieutenant Governor in Council may makeregulations prescribing the type, design and specificationsof traffic control stop and slow signs.

Règlements

(5) Le lieutenant-gouverneur en conseil peut, par rè-glement, prescrire le genre, le modèle et les caractéristi-ques des panneaux d’arrêt et de ralentissement de la cir-

culation.Definitions


Définitions


“construction or maintenance work” includes work by autility, including a public utility within the meaning of the Public Utilities Act or the Municipal Act, 2001, or

by a transmitter or distributor within the meaning of the Electricity Act, 1998; (“travaux de construction oud’entretien”)

“traffic control person” means a person who is directingtraffic and who is employed by the road authority with

jurisdiction over the highway, by a public utility within

the meaning of the Public Utilities Act or the unicipal Act, 2001, by a transmitter or distributor within themeaning of the Electricity Act, 1998 or by a person un-der contract with the road authority, public utility,transmitter or distributor to do construction or mainte-nance work on or adjacent to the roadway. (“agent derégulation de la circulation”)

«agent de régulation de la circulation» Personne chargéede diriger la circulation et employée par l’office de lavoirie qui exerce sa compétence sur la voie publique,

par un service public au sens de la Loi sur les services publics ou de la Loi de 2001 sur les municipalités, parun transporteur ou un distributeur au sens de la Loi de1998 sur l’électricité ou par une personne que l’un oul’autre retient par contrat pour effectuer des travaux deconstruction ou d’entretien sur la chaussée ou près

d’elle. («traffic control person»)«travaux de construction ou d’entretien» S’entend no-tamment des travaux effectués par un service public, ycompris un service public au sens de la Loi sur les ser-vices publics ou de la Loi de 2001 sur les municipalités,ou par un transporteur ou un distributeur au sens de la

Loi de 1998 sur l’électricité. («construction or mainte-nance work»)

23. Section 151 of the Act is repealed and the fol-lowing substituted:

23. L’article 151 du Code est abrogé et remplacépar ce qui suit :

Highways designated for use of paved shoulder

151. (1) The Minister may by regulation designate any part of the King’s Highway where the paved shoulder

may be driven on, and may make regulations,

Voies publiques désignées : utilisation de l’accotement stabilisé

151. (1) Le ministre peut, par règlement, désigner unesection de la route principale où la conduite est autorisée

sur l’accotement stabilisé et peut, par règlement :(a) regulating the use of the paved shoulder on a des-

ignated part of the highway and prescribing condi-tions and circumstances for that use, including pre-scribing rules of the road applicable to the use of the paved shoulder, exemptions from any require-ment in this Part or in a regulation made under thisPart applicable to the use of the paved shoulder andconditions and circumstances for such exemptions;

a) régir l’utilisation de l’accotement stabilisé sur unesection désignée de la route et en prescrire lesconditions et les circonstances, y compris prescrireles règles de circulation qui s’y appliquent, les dis-

penses de toute exigence de la présente partie ou deses règlements d’application qui s’applique àl’utilisation de l’accotement et les conditions etcirconstances de telles dispenses;

(b) providing for the erection of signs and the placingof markings,

b) prévoir la mise en place de panneaux et la pose demarques :

(i) on any highway approaching any part of ahighway designated as having a paved shoul-

der that may be driven on, and

(i) sur une voie publique aux abords d’une sec-tion de voie publique désignée comme ayant

un accotement stabilisé sur lequel la conduiteest autorisée,

(ii) on any part of a highway designated as hav-ing a paved shoulder that may be driven on;

(ii) sur une section de voie publique désignéecomme ayant un accotement stabilisé sur le-quel la conduite est autorisée;

(c) prescribing the types of the signs and markingsreferred to in clause (b), instructions to be con-tained on them and the location of each type of sign and marking.

c) prescrire les types de panneaux et de marques visésà l’alinéa b), les indications qui doivent y figurerainsi que l’emplacement de chaque type de pan-neaux et de marques.

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Classes, types of vehicles, drivers

(2) A regulation made under subsection (1) may pre-scribe different classes or types of vehicles and differentclasses of drivers and may define the class or type in rela-tion to any characteristics, including the owner or opera-tor of the vehicle, the purpose for which the vehicle is

being used or the employer of or training taken by thedriver.

Catégories et types de véhicules et de conducteurs

(2) Les règlements pris en application du paragraphe(1) peuvent prescrire des catégories ou types différents devéhicules et des catégories différentes de conducteurs et

peuvent les définir relativement à toute caractéristique, ycompris le propriétaire ou l’utilisateur du véhicule, la fin

à laquelle le véhicule est utilisé ou l’employeur ou laformation du conducteur.

Same

(3) A regulation made under subsection (1) may begeneral or particular in its application and may apply dif-ferently to different classes or types of vehicles or differ-ent classes of drivers.

Idem

(3) Les règlements pris en application du paragraphe(1) peuvent avoir une portée générale ou particulière et

peuvent s’appliquer différemment à des catégories outypes différents de véhicules ou à des catégories différen-tes de conducteurs.

When designation is in effect

(4) No designation made under this section becomeseffective until signs are erected in accordance with thissection on the designated part of the highway.

Entrée en vigueur de la désignation

(4) La désignation faite en application du présent arti-cle n’entre en vigueur que lorsque des panneaux sont pla-cés, conformément au présent article, sur la section dési-gnée de la voie publique.

Non-authorized use of shoulder prohibited

(5) No person shall drive on the paved shoulder of any part of the King’s Highway except in accordance withthis section and a regulation made under it.

Interdiction d’utiliser l’accotement sans autorisation

(5) Nul ne doit conduire sur l’accotement stabiliséd’une section de la route principale si ce n’est conformé-ment au présent article et à ses règlements d’application.

Act, regulations otherwise apply

(6) Except as otherwise provided in a regulation madeunder this section, the provisions of this Act and its regu-lations applicable to vehicles apply with necessary modi-fications to the operation of a vehicle on the paved shoul-der of a designated highway.

Application du Code et des règlements

(6) Sauf disposition contraire d’un règlement pris enapplication du présent article, les dispositions du présentcode et de ses règlements applicables aux véhiculess’appliquent, avec les adaptations nécessaires, à l’utilisa-tion d’un véhicule sur l’accotement stabilisé d’une voie

publique désignée.

Paved shoulder deemed not part of roadway

(7) A paved shoulder on any part of a highway that isdesignated under this section shall be deemed not to be part of the roadway within the meaning of the definitionof “roadway” in subsection 1 (1) or part of the pavementfor the purposes of clause 150 (1) (b).

L’accotement stabilisé est réputé ne pas faire partie de la chaussée

(7) L’accotement stabilisé de toute section de voie publique désignée en vertu du présent article est réputé ne pas faire partie de la chaussée au sens de «chaussée» au paragraphe 1 (1) ni de la voie publique pour l’applicationde l’alinéa 150 (1) b).



Regulations for high occupancy vehicle lanes

154.1 (1) Where a part of the King’s Highway has been divided into clearly marked lanes for traffic, theMinister may by regulation designate any lane as a highoccupancy vehicle lane for that part of the King’s High-way and may make regulations,

Règlements : voies réservées aux véhicules multioccupants

154.1 (1) Le ministre peut, par règlement, désignertoute voie, sur une section de la route principale qui estdivisée en plusieurs voies nettement indiquées, commevoie réservée aux véhicules multioccupants et peut, parrèglement :

(a) limiting the designation to specified months or times of the year, days, times, conditions or cir-cumstances;

a) limiter la désignation aux mois, aux périodes del’année, aux jours, aux heures, aux conditions ouaux circonstances précisés;

(b) limiting the use of high occupancy vehicle lanes tovehicles, or any class or type of vehicles, with aspecified number of occupants, and prescribingconditions and circumstances for such use;

b) limiter l’utilisation des voies réservées aux véhicu-les multioccupants aux véhicules ou aux catégoriesou types de véhicules transportant un nombre pré-cisé d’occupants et prescrire les conditions et lescirconstances de cette utilisation;

(c) regulating the use of high occupancy vehicle lanes,including prescribing rules of the road applicable

c) régir l’utilisation des voies réservées aux véhiculesmultioccupants, y compris prescrire les règles de

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to the use of the lanes, exemptions from any re-quirement in this Part or in a regulation made un-der this Part applicable to the use of the lanes andconditions and circumstances for such exemptions;

circulation qui s’y appliquent, les dispenses detoute exigence de la présente partie ou de ses rè-glements d’application qui s’applique à l’utilisationdes voies et les conditions et circonstances de tellesdispenses;

(d) providing for the erection of signs and the placingof markings to identify high occupancy vehiclelanes and the entry and exit points for high occu-

pancy vehicle lanes;

d) prévoir la mise en place de panneaux et la pose demarques identifiant les voies réservées aux véhicu-les multioccupants et leurs points d’entrée et desortie;

(e) prescribing the types of the signs and markingsreferred to in clause (d), instructions to be con-tained on them and the location of each type of sign and marking.

e) prescrire les types de panneaux et de marques visésà l’alinéa d), les indications qui doivent y figurerainsi que l’emplacement de chaque type de pan-neaux et de marques.

Regulation may be general or specific

(2) A regulation made under subsection (1) may begeneral or specific in its application and may apply dif-ferently to different classes or types of vehicles.

Portée des règlements

(2) Les règlements pris en application du paragraphe(1) peuvent avoir une portée générale ou particulière et

peuvent s’appliquer différemment à des catégories outypes différents de véhicules.

Offence

(3) No person shall drive a motor vehicle in a highoccupancy vehicle lane or enter or exit a high occupancyvehicle lane except in accordance with this section andthe regulations made under it.

Infraction

(3) Nul ne doit conduire un véhicule automobile surune voie réservée aux véhicules multioccupants,s’engager dans une telle voie ou en sortir si ce n’estconformément au présent article et à ses règlementsd’application.

25. The English version of subsection 157 (1) of theAct is amended by striking out “maximum speedlimit” and substituting “speed limit”.

25. La version anglaise du paragraphe 157 (1) duCode est modifiée par substitution de «speed limit» à«maximum speed limit».

26. (1) The English version of subsections 170 (10)and (11) of the Act is amended by striking out “maxi-mum speed limit” wherever it appears and substitut-ing in each case “speed limit”.

26. (1) La version anglaise des paragraphes 170(10) et (11) du Code est modifiée par substitution de«speed limit» à «maximum speed limit» partout oùfigure ce terme.



Powers of officer to remove vehicle

(15) A police officer, police cadet, municipal law en-forcement officer or an officer appointed for carrying outthe provisions of this Act, upon discovery of any vehicle

parked or standing in contravention of subsection (12), of a regulation made under subsection 26 (3) of the PublicTransportation and Highway Improvement Act or of amunicipal by-law, may cause it to be moved or taken toand placed or stored in a suitable place and all costs andcharges for the removal, care and storage of the vehicle, if any, are a lien upon the vehicle, which may be enforcedin the manner provided by the Repair and Storage Liens

Act .

Pouvoir de l’agent d’enlever un véhicule

(15) L’agent de police, le cadet de la police, l’agentmunicipal d’exécution de la loi ou l’agent chargé de faireappliquer les dispositions du présent code qui trouve unvéhicule stationné ou immobilisé en contravention au

paragraphe (12), à un règlement pris en application du paragraphe 26 (3) de la Loi sur l’aménagement des voies

ubliques et des transports en commun ou à un règlementmunicipal peut le faire déplacer ou conduire dans un lieuapproprié pour y être placé ou remisé. Les coûts et fraisoccasionnés pour le déplacement, la garde et le remisagedu véhicule, le cas échéant, constituent un privilège sur le

véhicule, qui peut être réalisé comme le prévoit la Loi surle privilège des réparateurs et des entreposeurs.

27. (1) Subsections 176 (2) and (3) of the Act arerepealed and the following substituted:

27. (1) Les paragraphes 176 (2) et (3) du Code sontabrogés et remplacés par ce qui suit :

School crossing guard shall display sign

(2) A school crossing guard about to direct childrenacross a highway with a speed limit not in excess of 60kilometres per hour shall, prior to entering the roadway,display a school crossing stop sign in an upright positionso that it is visible to vehicles approaching from eachdirection and shall continue to so display the school

Obligation pour le passeur scolaire de tenir un panneau d’arrêt

(2) Avant de s’engager sur la chaussée, le passeur sco-laire qui s’apprête à faire traverser des enfants sur unevoie publique où la vitesse maximale n’est pas supérieureà 60 kilomètres à l’heure tient verticalement un panneaud’arrêt indiquant un passage pour élèves de façon que ce

panneau soit visible aux conducteurs des véhicules qui

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crossing stop sign until all the children and the schoolcrossing guard have cleared the roadway.

approchent dans les deux sens jusqu’à ce que tous lesenfants et lui-même aient franchi la chaussée.

Vehicles approaching guard displaying sign

(3) Where a school crossing guard displays a schoolcrossing stop sign as provided in subsection (2), thedriver of any vehicle or street car approaching the school

crossing guard shall stop before reaching the crossing andshall remain stopped until all the children and the schoolcrossing guard have cleared the half of the roadway uponwhich the vehicle or street car is travelling and it is safeto proceed.

Véhicule qui s’approche d’un passeur scolaire tenant un panneau

(3) Le conducteur d’un véhicule ou d’un tramway quis’approche d’un passeur scolaire qui tient un panneaud’arrêt indiquant un passage pour élèves de la façon pré-

vue au paragraphe (2) s’arrête avant d’atteindre le passageet demeure arrêté jusqu’à ce que tous les enfants et le passeur scolaire aient franchi la moitié de la chaussée oùse trouve le véhicule ou le tramway et qu’il puisse conti-nuer de rouler en toute sécurité.



Offence

(5.1) Every person who contravenes subsection (3) isguilty of an offence and on conviction is liable to a fine of not less than $150 and not more than $500.

Infraction

(5.1) Quiconque contrevient au paragraphe (3) estcoupable d’une infraction et passible, sur déclaration deculpabilité, d’une amende d’au moins 150 $ et d’au plus500 $.

28. The English version of subsection 186 (1) of the

Act is amended by striking out “maximum speedlimit” and substituting “speed limit”.

28. La version anglaise du paragraphe 186 (1) du

Code est modifiée par substitution de «speed limit» à«maximum speed limit».

29. (1) Subsection 207 (5) of the Act is repealed andthe following substituted:

29. (1) Le paragraphe 207 (5) du Code est abrogéet remplacé par ce qui suit :

No imprisonment or probation

(5) Any person convicted of an offence pursuant tosubsection (1) is not liable to imprisonment or to a proba-tion order under subsection 72 (1) of the Provincial Of-ences Act as a result of the conviction or as a result of

default in payment of the fine resulting from the convic-tion.

Pas d’emprisonnement ni de probation

(5) Une personne déclarée coupable d’une infractionconformément au paragraphe (1) n’est pas passibled’emprisonnement et une ordonnance de probation ne

peut être rendue contre elle en vertu du paragraphe 72 (1)de la Loi sur les infractions provinciales par suite de cettedéclaration de culpabilité ou du défaut de paiement del’amende qui en résulte.

(2) Section 207 of the Act is amended by adding the

following subsection:

(2) L’article 207 du Code est modifié par adjonc-

tion du paragraphe suivant :

Definition


Définition


“owner” includes an operator as defined in section 16 or as deemed in section 19.

«propriétaire» S’entend en outre d’un utilisateur au sensde l’article 16 ou réputé tel à l’article 19.

30. (1) Subsection 214.1 (6) of the Act is repealedand the following substituted:

30. (1) Le paragraphe 214.1 (6) du Code est abrogéet remplacé par ce qui suit :

Penalty for speeding in community safety zone

(6) Every person who commits an offence under sec-tion 128 in a community safety zone when it is in effect isliable, on conviction, not to the fines set out in subsection128 (14), but, where the rate of speed at which the motor vehicle was driven,

Peine pour excès de vitesse dans une zone de sécuritécommunautaire

(6) Quiconque commet une infraction visée à l’article128 dans une zone de sécurité communautaire dont ladésignation est en vigueur est passible, sur déclaration deculpabilité, des amendes suivantes plutôt que de celles

prévues au paragraphe 128 (14) :

(a) is less than 20 kilometres per hour over the speedlimit, to a fine of double the fine set out in clause128 (14) (a) for each kilometre per hour that themotor vehicle was driven over the speed limit;

a) si la vitesse à laquelle le véhicule automobilecirculait est inférieure à 20 kilomètres à l’heure au-delà de la vitesse maximale, d’une amende égaleau double de celle prévue à l’alinéa 128 (14) a)

pour chaque kilomètre à l’heure où le véhicule au-tomobile circulait au-delà de la vitesse maximale;

(b) is 20 kilometres per hour or more but less than 30kilometres per hour over the speed limit, to a fineof double the fine set out in clause 128 (14) (b) for

b) si la vitesse à laquelle le véhicule automobile cir-culait est de 20 kilomètres à l’heure ou plus, maisinférieure à 30 kilomètres à l’heure, au-delà de la

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each kilometre per hour that the motor vehicle wasdriven over the speed limit;

vitesse maximale, d’une amende égale au doublede celle prévue à l’alinéa 128 (14) b) pour chaquekilomètre à l’heure où le véhicule automobile cir-culait au-delà de la vitesse maximale;

(c) is 30 kilometres per hour or more but less than 50kilometres per hour over the speed limit, to a fineof double the fine set out in clause 128 (14) (c) foreach kilometre per hour that the motor vehicle wasdriven over the speed limit; and

c) si la vitesse à laquelle le véhicule automobilecirculait est de 30 kilomètres à l’heure ou plus,mais inférieure à 50 kilomètres à l’heure, au-delàde la vitesse maximale, d’une amende égale audouble de celle prévue à l’alinéa 128 (14) c) pourchaque kilomètre à l’heure où le véhiculeautomobile circulait au-delà de la vitessemaximale;

d) si la vitesse à laquelle le véhicule automobilecirculait est de 50 kilomètres à l’heure ou plus au-delà de la vitesse maximale, d’une amende égaleau double de celle prévue à l’alinéa 128 (14) d)

(d) is 50 kilometres per hour or more over the speedlimit, to a fine of double the fine set out in clause128 (14) (d) for each kilometre per hour that themotor vehicle was driven over the speed limit.

pour chaque kilomètre à l’heure où le véhiculeautomobile circulait au-delà de la vitessemaximale.

(2) Section 214.1 of the Act is amended by addingthe following subsection:


Same, construction zone

(6.1) Every person who commits an offence under section 128 in a community safety zone, when it is ineffect, that is also a construction zone designated under subsection 128 (8) or (8.1), when there is a worker in theconstruction zone, is liable, on conviction, to the penaltiesset out in subsection (6) and not to an additional penaltyunder subsection 128 (14.1).

Idem : zone de construction

(6.1) Quiconque commet une infraction visée àl’article 128 dans une zone de sécurité communautairedont la désignation est en vigueur qui est également unezone de construction désignée en vertu du paragraphe 128(8) ou (8.1) lorsqu’un travailleur se trouve dans celle-ciest passible, sur déclaration de culpabilité, des amendes

prévues au paragraphe (6) et non d’une amende addition-nelle prévue au paragraphe 128 (14.1).

31. (1) The Act is amended by adding the followingPart:

31. (1) Le Code est modifié par adjonction de lapartie suivante :

PART XVIPILOT PROJECTS

PARTIE XVI

PROJETS PILOTES

Pilot projects

228. (1) The Lieutenant Governor in Council may byregulation authorize or establish a project for researchinto or the testing or evaluation of any matter governed

by this Act or relevant to highway traffic.

Projets pilotes

228. (1) Le lieutenant-gouverneur en conseil peut, parrèglement, autoriser ou établir un projet de recherche,d’essai ou d’évaluation à l’égard de toute question régie

par le présent code ou touchant la circulation routière.

Project may conflict with Acts

(2) Under a project authorized or established under subsection (1),

Incompatibilité

(2) Dans le cadre d’un projet autorisé ou établi en ver-tu du paragraphe (1) :

(a) persons or classes of persons may be authorized todo or use a thing that is prohibited or regulated un-der this Act, the Dangerous Goods Transportation

Act , the Motorized Snow Vehicles Act , the Off- Road Vehicles Act , the Public Vehicles Act or the

Truck Transportation Act or to not do or use athing that is required or authorized by any of thoseActs;

a) des personnes ou des catégories de personnes peu-vent être autorisées à faire ou à utiliser une choseinterdite ou réglementée en application du présentcode, de la Loi sur le transport de matières dange-reuses, de la Loi sur les motoneiges, de la Loi sur

les véhicules tout terrain, de la Loi sur les véhicu-les de transport en commun ou de la Loi sur le ca-mionnage, ou à ne pas faire ou utiliser une chosequ’ils exigent ou autorisent;

(b) the Minister or Ministry or any person authorizedor required to do anything under this Act, the Dan-

gerous Goods Transportation Act , the otorized Snow Vehicles Act , the Off-Road Vehicles Act , the

Public Vehicles Act or the Truck Transportation Act may be authorized or required to do anythingthat is not authorized or required under any of

b) le ministre, le ministère ou une personne autoriséeà faire ou tenue de faire une chose en applicationdu présent code, de la Loi sur le transport de ma-tières dangereuses, de la Loi sur les motoneiges, dela Loi sur les véhicules tout terrain, de la Loi surles véhicules de transport en commun ou de la Loi

sur le camionnage peut être autorisé à faire ou tenu

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those Acts or to do anything that is authorized or required under any of those Acts in a way that isdifferent from the way it is authorized or required.

de faire une chose qui n’est pas autorisée ou exigéeen application de ceux-ci, ou peut être autorisé àfaire ou tenu de faire une chose qui est autorisée ouexigée en application de ceux-ci d’une manière dif-férente de celle autorisée ou exigée.

Limited to classes

(3) An authorization or requirement described in sub-section (2) may be limited to any class of persons, classor type of vehicles, class of equipment, devices or high-ways, parts of Ontario, time of year or day, activities,matters or any other things.

Restriction : catégories

(3) L’autorisation ou l’exigence visée au paragraphe(2) peut être restreinte à une catégorie de personnes, à unecatégorie ou à un type de véhicules, à une catégorie dematériel, de dispositifs ou de voies publiques, à des par-ties de l’Ontario, à des périodes de l’année ou du jour, àdes activités, à des questions ou à d’autres choses.

Regulation to create own scheme of rules

(4) A regulation made under this section may regulatethe doing of anything or the use of any thing or prohibitthe doing of anything or the using of any thing.

Règlements

(4) Un règlement pris en application du présent article peut réglementer ou interdire l’accomplissement oul’utilisation d’une chose.

Insurance

(5) A regulation made under this section may require a person or class of persons to carry insurance of a kind and

in the amount specified.

Assurance

(5) Un règlement pris en application du présent article peut exiger que des personnes ou des catégories de per-

sonnes souscrivent une assurance du type et du montant précisés.

Time limit

(6) A regulation made under this section must providethat it is revoked no later than the twelfth anniversary of the day the regulation is filed.

Délai

(6) Les règlements pris en application du présent arti-cle doivent prévoir qu’ils seront abrogés au plus tard le12e anniversaire de leur dépôt.

Project prevails over Acts

(7) In the event of a conflict between a regulationmade under this section and any provision of this Act,the Dangerous Goods Transportation Act , the otorizedSnow Vehicles Act , the Off-Road Vehicles Act , the PublicVehicles Act or the Truck Transportation Act or of a regu-lation made under any of those Acts, the regulation made

under this section prevails.

Les projets l’emportent sur diverses lois

(7) Les règlements pris en application du présent arti-cle l’emportent sur les dispositions incompatibles du pré-sent code, de la Loi sur le transport de matières dange-reuses, de la Loi sur les motoneiges, de la Loi sur les vé-hicules tout terrain, de la Loi sur les véhicules de trans-ort en commun ou de la Loi sur le camionnage ou de

leurs règlements d’application.Offence

(8) Every person who contravenes a regulation madeunder this section is guilty of an offence and on convic-tion is liable to a fine of not less than $250 and not morethan $2,500.

Infraction

(8) Quiconque contrevient à un règlement pris en application du présent article est coupable d’une infractionet passible, sur déclaration de culpabilité, d’une amended’au moins 250 $ et d’au plus 2 500 $.

(2) Section 228 of the Act, as enacted by subsection(1), is amended by striking out “the Dangerous GoodsTransportation Act , the Motorized Snow Vehicles Act ,the Off-Road Vehicles Act , the Public Vehicles Act orthe Truck Transportation Act ” wherever it appears andsubstituting in each case “the Dangerous Goods Trans-

ortation Act , the Motorized Snow Vehicles Act , the

Off-Road Vehicles Act or the Public Vehicles Act ”.

(2) L’article 228 du Code, tel qu’il est édicté par leparagraphe (1), est modifié par substitution de «de la Loi sur le transport de matières dangereuses, de la Loisur les motoneiges, de la Loi sur les véhicules tout ter-rain ou de la Loi sur les véhicules de transport en com-mun» à «de la Loi sur le transport de matières dange-reuses, de la Loi sur les motoneiges, de la Loi sur les

véhicules tout terrain, de la Loi sur les véhicules detransport en commun ou de la Loi sur le camionnage»partout où figurent ces termes.

Commencement

32. (1) Sections 5 to 8 and 10, subsection 20 (1),section 25, subsection 26 (1), sections 28 and 29, sub-section 31 (1) and this section come into force on theday the Transportation Statute Law Amendment Act,2005 receives Royal Assent.

Entrée en vigueur

32. (1) Les articles 5 à 8 et 10, le paragraphe 20 (1),l’article 25, le paragraphe 26 (1), les articles 28 et 29,le paragraphe 31 (1) et le présent article entrent envigueur le jour où la Loi de 2005 modifiant des lois ence qui concerne le transport reçoit la sanction royale.

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Same

(2) Sections 1 to 4, 9, 11 to 19, subsection 20 (2),sections 21 to 24, subsection 26 (2), sections 27 and 30and subsection 31 (2) come into force on a day to benamed by proclamation of the Lieutenant Governor.

Idem

(2) Les articles 1 à 4, 9, 11 à 19, le paragraphe 20(2), les articles 21 à 24, le paragraphe 26 (2), les arti-cles 27 et 30 et le paragraphe 31 (2) entrent en vigueurle jour que le lieutenant-gouverneur fixe par procla-mation.

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annexe B LOI DE 2005 MODIFIANT DES LOIS EN CE QUI CONCERNE LE TRANSPORT 33

SCHEDULE BAMENDMENTS TO AND

REPEAL OF OTHER ACTS

ANNEXE BMODIFICATION ET ABROGATION

D’AUTRES LOIS

AMENDMENT TO THEPLANNING ACT

MODIFICATION DE LALOI SUR L’AMÉNAGEMENT DU TERRITOIRE

1. Subsection 51 (25) of the Planning Act isamended by adding the following clause: 1. Le paragraphe 51 (25) de la Loi surl’aménagement du territoire est modifié par adjonctionde l’alinéa suivant :

(b.1) that such land be dedicated for commuter parkinglots, transit stations and related infrastructure for the use of the general public using highways, as theapproval authority considers necessary;

b.1) que les terrains que l’autorité approbatrice estimenécessaires soient affectés à des parcs de station-nement pour navetteurs, à des stations de transporten commun et à l’infrastructure qui s’y rapporte àl’usage des membres du public qui utilisent lesvoies publiques;

AMENDMENTS TO THEPUBLIC TRANSPORTATION ANDHIGHWAY IMPROVEMENT ACT

MODIFICATION DE LALOI SUR L’AMÉNAGEMENT DES VOIES

PUBLIQUES ET DES TRANSPORTS EN COMMUN

2. Subsection 26 (3) of the Public Transportation

and Highway Improvement Act is repealed and the fol-lowing substituted:

2. Le paragraphe 26 (3) de la Loi sur l’aména-

gement des voies publiques et des transports en communest abrogé et remplacé par ce qui suit :

Regulations

(3) The Lieutenant Governor in Council may makeregulations prohibiting or regulating the use of any com-muter parking lot or transit station or of any rest, serviceor other area or any class or classes of them constructed,maintained or operated under subsection (1), but no suchregulation shall affect the operation of any agreemententered into by the Crown as represented by the Minister with respect to a service area except to the extent that theother party to the agreement consents.

Règlements

(3) Le lieutenant-gouverneur en conseil peut, par rè-glement, interdire ou réglementer l’usage d’un parc destationnement pour navetteurs, d’une station de transporten commun ou d’une aire de service, de repos ou autre,ou de catégories de ceux-ci, construits, entretenus ou enfonctionnement conformément au paragraphe (1). Un telrèglement n’a aucune incidence sur l’application d’unaccord conclu par la Couronne, représentée par le minis-tre, relativement à une aire de service, sauf dans la mesureoù l’autre partie à l’accord y consent.

3. Part I of the Act is amended by adding the fol-lowing section:

3. La partie I de la Loi est modifiée par adjonctionde l’article suivant :

Authority to conduct surveys on highways

26.1 (1) The Minister may authorize persons to stopvehicles on highways and conduct surveys about highwayuse and highway needs in order to assist the Ministry in

planning, designing, maintaining and constructing high-ways.

Pouvoir de mener des sondages sur les voies publiques

26.1 (1) Le ministre peut autoriser des personnes àarrêter des véhicules sur des voies publiques et à menerdes sondages sur l’utilisation des voies publiques et les

besoins routiers pour aider le ministère dans la planifica-tion, la conception, l’entretien et la construction des voies

publiques.

Authority to stop drivers

(2) A person authorized by the Minister to conductsurveys and who is readily identifiable as such may directthe driver of any vehicle to move the vehicle safely to the

side of the highway and stop there.

Pouvoir d’arrêter les conducteurs

(2) La personne que le ministre autorise à mener dessondages et qui est aisément reconnaissable comme telle

peut ordonner au conducteur d’un véhicule de le déplacer

en toute sécurité au bord de la voie publique et de s’yarrêter.

Identification

(3) A person conducting a survey shall produce, onrequest, evidence of his or her authorization.

Identification

(3) La personne qui mène un sondage produit, sur de-mande, une preuve de son autorisation.

Safety

(4) A person conducting a survey shall follow appropriate safety measures to ensure his or her own safety andthe safety of others participating in the survey and of drivers, pedestrians and other persons on the highway.

Sécurité

(4) La personne qui mène un sondage prend les mesu-res de sécurité appropriées pour assurer sa propre sécuri-té, celle des participants au sondage et celle des conduc-teurs, piétons et autres personnes qui se trouvent sur lavoie publique.

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TRANSPORTATION STATUTE LAW AMENDMENT ACT, 2005 Sched. B34

Protection from personal liability

(5) No action or other proceeding for damages shall beinstituted against a person conducting a survey under theauthority of this section for any act done in good faith inthe execution or intended execution of his or her dutyunder this section or for any neglect or default in the exe-

cution in good faith of that duty.

Immunité

(5) Sont irrecevables les actions ou autres instances endommages-intérêts introduites contre une personne quimène un sondage en vertu du présent article pour un acteaccompli de bonne foi dans l’exercice effectif ou censé teldes fonctions que lui attribue le présent article ou pour

une négligence ou un manquement commis dans l’exer-cice de bonne foi de ces fonctions.

Crown not relieved of liability

(6) Despite subsections 5 (2) and (4) of the Proceed-ings Against the Crown Act , subsection (5) does not re-lieve the Crown of liability in respect of a tort committed

by a person mentioned in that subsection to which itwould otherwise be subject.

Responsabilité de la Couronne

(6) Malgré les paragraphes 5 (2) et (4) de la Loi sur lesinstances introduites contre la Couronne, le paragraphe(5) ne dégage pas la Couronne de la responsabilité qu’elleserait autrement tenue d’assumer à l’égard d’un délit civilcommis par une personne visée à ce paragraphe.

R EPEAL OF THE CITY OF TORONTO ACT(TRAFFIC CALMING), 2000

ABROGATION DE LA LOI INTITULÉE

CITY OF TORONTO ACT (TRAFFIC CALMING), 2000

4. (1) The City of Toronto Act (Traffic Calming),2000, being chapter Pr9, is repealed.

4. (1) La loi intitulée City of Toronto Act (TrafficCalming), 2000, qui constitue le chapitre Pr9, estabrogée.

(2) Despite subsection (1), any by-law made underthe City of Toronto Act (Traffic Calming), 2000, beingchapter Pr9, and in force on the day subsection (1)comes into force shall be deemed to have been madeunder subsection 128 (3.1) of the Highway Traffic Act and shall remain in force until it is amended or re-pealed under that subsection.

(2) Malgré le paragraphe (1), les règlements muni-cipaux adoptés en vertu de la loi intitulée City of To-ronto Act (Traffic Calming), 2000, qui constitue le cha-pitre Pr9, et qui sont en vigueur le jour où le paragra-phe (1) entre en vigueur sont réputés avoir été adoptésen vertu du paragraphe 128 (3.1) du Code de la routeet demeurent en vigueur jusqu’à leur modification ouleur abrogation en vertu de ce paragraphe.

COMMENCEMENT ENTRÉE EN VIGUEUR

Commencement

5. (1) This section comes into force on the day theTransportation Statute Law Amendment Act, 2005 re-

ceives Royal Assent.

Entrée en vigueur

5. (1) Le présent article entre en vigueur le jour oùla Loi de 2005 modifiant des lois en ce qui concerne le

transport reçoit la sanction royale.Same

(2) Sections 1 to 4 come into force on a day to benamed by proclamation of the Lieutenant Governor.

Idem

(2) Les articles 1 à 4 entrent en vigueur le jour quele lieutenant-gouverneur fixe par proclamation.

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1

PREMIÈRE SESSION TRENTE-HUITIÈME LÉGISLATURE

Projet de loi no 42

Loi modifiant le Code de la sécuritéroutière et le Règlement sur les pointsd’inaptitude

Présentation

Présenté parMadame Julie BouletMinistre des Transports

Éditeur officiel du Québec2007

ANNEXE 8

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2

NOTES EXPLICATIVES

Ce projet de loi modifie le Code de la sécurité routière,notamment en ce qui concerne la vitesse excessive, l’alcool auvolant, les nouvelles technologies de contrôle de la circulation,l’accès graduel à la conduite, le téléphone au volant et les limiteursde vitesse pour les véhicules lourds.

Le projet de loi double le montant des amendes prévues auCode de la sécurité routière et le nombre de points d’inaptitude

prévu au Règlement sur les points d’inaptitude pour un grand excèsde vitesse. Il propose également une suspension immédiate du permisde conduire pendant 7 jours dans de tels cas. En cas de récidive, lasuspension est portée à 30 jours. De plus, il rend obligatoirel’activation de limiteurs de vitesse sur les véhicules lourds.

En outre, le projet de loi augmente de 30 à 90 jours la durée dela suspension immédiate du permis de conduire du conducteur qui aune alcoolémie supérieure à 80 mg d’alcool par 100 ml de sang ouqui refuse de fournir un échantillon d’haleine. Il prévoit l’impositiond’une suspension immédiate de 24 heures lorsque l’alcoolémie d’unconducteur se situe entre 50 et 80 mg d’alcool par 100 ml de sang.

De plus, lorsqu’un conducteur a une alcoolémie supérieure à160 mg d’alcool par 100 ml de sang, lorsqu’il refuse de fournir un

échantillon d’haleine ou lorsqu’il a une alcoolémie supérieure à80 mg d’alcool par 100 ml de sang alors que son permis de conduirea été révoqué au cours des 10 années précédentes pour une telleinfraction, le projet de loi permet à un agent de la paix de saisir sur-le-champ, pour une durée de 30 jours, le véhicule routier conduit

par cette personne.

Le projet de loi prévoit également que la période de révocationdu permis de conduire d’un conducteur qui est condamné en vertudu Code criminel alors qu’il avait, au moment de l’infraction, unealcoolémie supérieure à 160 mg d’alcool par 100 ml de sang ou qui

refuse de fournir un échantillon d’haleine peut être prolongée jusqu’àun maximum de 5 années. Il prévoit également les cas où un véhiculedoit être muni d’un antidémarreur éthylométrique. Cette condition

peut être imposée pour la vie, lorsqu’une personne est déclaréecoupable d’une deuxième infraction reliée à l’alcool au cours d’une

période de 10 années, alors que son alcoolémie était, dans le cas desdeux infractions, supérieure à 160 mg d’alcool par 100 ml de sang.

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Le projet de loi prévoit l’installation et l’utilisation, pendant une période d’au moins 18 mois, de cinémomètres photographiqueset d’appareils photographiques de contrôle de circulation aux feux rouges à des endroits déterminés. Il prévoit que le propriétaire d’unvéhicule routier est responsable de l’infraction constatée par une

photographie, sauf s’il prouve que le véhicule était, sans son

consentement, en la possession d’un tiers ou si le conducteur sereconnaît ou est déclaré coupable de l’infraction. Aucun point d’inaptitude n’est inscrit au dossier du contrevenant dans le casd’une telle infraction. Le ministre des Transports devra faire unrapport à l’Assemblée nationale dans les 12 mois de l’implantationde ces mesures.

Ce projet de loi introduit l’obligation pour tout nouveauconducteur de suivre un cours de conduite et impose le permis

probatoire au nouveau conducteur âgé de 25 ans et plus. Il modifiele Règlement sur les points d’inaptitude en abaissant le nombre de

points d’inaptitude entraînant la révocation du permis de conduire à8 points pour les conducteurs de moins de 23 ans et à 12 points pour les conducteurs de 23 et de 24 ans. Il prévoit également l’interdiction

pour une personne d’utiliser un appareil muni d’une fonctiontéléphonique et tenu en main pendant la conduite d’un véhiculeroutier.

Le projet de loi prévoit aussi la création d’un fonds affecté au financement de mesures ou de programmes de sécurité routière et d’aide aux victimes de la route. Il contient aussi diverses autresdispositions relatives à certaines situations particulières. Enfin, il

comporte des dispositions techniques, transitoires et de concordance.

LOIS MODIFIÉES PAR CE PROJET:

– Code de la sécurité routière (L.R.Q., chapitre C-24.2) ;

– Loi sur le ministère des Transports (L.R.Q., chapitre M-28).

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Projet de loi no 42

LOI MODIFIANT LE CODE DE LA SÉCURITÉ ROUTIÈRE ETLE RÈGLEMENT SUR LES POINTS D’INAPTITUDE

LE PARLEMENT DU QUÉBEC DÉCRÈTE CE QUI SUIT:

CODE DE LA SÉCURITÉ ROUTIÈRE

1. L’article 4 du Code de la sécurité routière (L.R.Q., chapitre C-24.2) estmodifié par le remplacement, dans la définition du mot «fourrière», de «et209.2» par «, 209.2 et 209.2.1».

2. L’article 64 de ce code est modifié par le remplacement du deuxièmealinéa par les suivants:

«Sur demande du titulaire d’un permis ou du candidat à un permis, laSociété peut limiter la conduite de véhicules routiers à ceux munis d’unantidémarreur éthylométrique agréé par elle. Le permis délivré et tout permissubséquent sont assortis de cette condition tant que la personne n’établit pas,au moyen d’une évaluation, que son rapport à l’alcool ou aux drogues necompromet pas la conduite sécuritaire d’un véhicule routier. L’évaluation estrégie par les dispositions de l’article 76.1.9.

La personne qui n’est pas soumise, en vertu du présent code, à l’utilisation

d’un antidémarreur éthylométrique agréé par la Société ou qui ne se prévautpas du deuxième alinéa peut se procurer et installer tout autre antidémarreuréthylométrique sur son véhicule sans en aviser la Société; dans un tel cas, lepermis n’est pas assorti de la condition prévue au deuxième alinéa etl’article 64.1 ne s’applique pas.».

3. Ce code est modifié par l’insertion, après l’article 64, du suivant:

«64.1. La Société établit les conditions d’utilisation d’un antidémarreuréthylométrique dont l’usage est prévu par le présent code. Le titulaire dupermis doit fournir, à la demande de la Société, les données recueillies parl’antidémarreur éthylométrique.».

4. L’article 66 de ce code est modifié par le remplacement du deuxièmealinéa par le suivant:

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« De plus, tout candidat à l’obtention d’un permis de conduire, à l’exceptiondu candidat à la conduite d’un cyclomoteur ou d’un tracteur de ferme, doitavoir été titulaire d’un permis probatoire pendant la période fixée parrèglement.».


«66.1. Le candidat à l’obtention d’un premier permis de conduireautorisant la conduite d’une motocyclette, d’un cyclomoteur ou d’un autrevéhicule de promenade doit avoir suivi avec succès, dans une école de conduitereconnue par un organisme agréé par la Société, un cours de conduite appropriéà la conduite du véhicule visé par la classe de permis demandée.

Le cours comporte une partie théorique et une partie pratique. Un règlementdu gouvernement détermine à quel moment l’obligation d’avoir suivi avecsuccès l’une ou l’autre de ces parties du cours est requise ainsi que les cas oùun candidat est exempté de suivre un tel cours.».

6.

Les articles 76 et 76.1 de ce code sont remplacés par les suivants:«76. Sous réserve de l’article 76.1.1, aucun permis ne peut être délivré à

une personne dont le permis a été révoqué ou dont le droit d’en obtenir un a étésuspendu à la suite d’une déclaration de culpabilité pour une infraction auCode criminel (Lois révisées du Canada (1985), chapitre C-46), visée àl’article 180 du présent code, avant l’expiration d’une période d’une, de troisou de cinq années consécutive à la date de la révocation ou de la suspensionselon que, au cours des dix années précédant cette révocation ou cettesuspension, elle s’est vu imposer aucune, une seule ou plus d’une révocationou suspension en vertu de cet article.

Si la déclaration de culpabilité est suivie d’une ordonnance d’interdictionde conduire prononcée en vertu des paragraphes 1, 2 et 3.1 à 3.4 de l’article 259du Code criminel pour une période plus longue que celle applicable en vertudu premier alinéa, la période alors applicable sera égale à celle établie dansl’ordonnance.

«76.1. Lorsque l’infraction donnant lieu à la révocation ou à lasuspension consiste à fuir un véhicule de police ou à fuir le lieu d’un accident,les périodes de sanction d’une et de trois années, prévues au premier alinéa del’article 76, sont prolongées respectivement de trois et de deux années.

«76.1.1. Dès l’expiration de l’ordonnance d’interdiction de conduire

visée au deuxième alinéa de l’article 76 ou dès que cette ordonnance lepermet, la personne dont l’infraction donnant lieu à la révocation ou à lasuspension est reliée à l’alcool ou au refus de fournir un échantillon d’haleinepeut être autorisée, moyennant l’obtention d’un permis restreint, à conduireun véhicule routier mais uniquement si le véhicule est muni d’un antidémarreuréthylométrique.

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Le permis restreint demeure valide jusqu’à l’expiration de la période desanction établie en application de l’article 76.

«76.1.2. Lorsque l’infraction donnant lieu à la révocation ou à lasuspension est reliée à l’alcool et que la personne n’est pas visée àl’article 76.1.4, elle doit, pour obtenir un nouveau permis, établir que sonrapport à l’alcool ou aux drogues ne compromet pas la conduite sécuritaired’un véhicule routier de la classe de permis demandée.

La personne doit satisfaire à l’exigence prévue au premier alinéa:

1° au moyen d’une évaluation sommaire, si, au cours des dix annéesprécédant la révocation ou la suspension, elle ne s’est vu imposer ni révocationni suspension pour une infraction consistant à refuser de fournir un échantillond’haleine ou pour une infraction reliée à l’alcool;

2° au moyen d’une évaluation complète, si, au cours des dix annéesprécédant la révocation ou la suspension, elle s’est vu imposer au moins unerévocation ou suspension pour une infraction consistant à refuser de fournirun échantillon d’haleine ou pour une infraction reliée à l’alcool.

La personne qui échoue l’évaluation sommaire doit satisfaire à l’exigenceprévue au premier alinéa au moyen d’une évaluation complète.

La personne qui réussit l’évaluation sommaire doit, après avoir payé à laSociété les droits afférents, suivre avec succès un programme d’éducationreconnu par le ministre des Transports et destiné à sensibiliser les conducteursaux problèmes de la consommation d’alcool ou de drogue.

«76.1.3. Le nouveau permis délivré à une personne visée à

l’article 76.1.2 qui réussit l’évaluation complète, l’autorise à conduire unvéhicule routier pourvu que celui-ci soit muni d’un antidémarreuréthylométrique agréé par la Société durant une période d’une, de deux ou detrois années selon que, au cours des dix années précédant la révocation ou lasuspension, la personne s’est vu imposer aucune, une seule ou plus d’unerévocation ou suspension pour une infraction consistant à refuser de fournirun échantillon d’haleine ou pour une infraction reliée à l’alcool.

«76.1.4. Lorsque l’infraction donnant lieu à la révocation ou à lasuspension est reliée au refus de fournir un échantillon d’haleine ou lorsquel’infraction est reliée à l’alcool et que l’alcoolémie de la personne au momentoù l’infraction a été commise était supérieure à 160 mg d’alcool par 100 ml de

sang, les périodes de sanction d’une année et de trois années, prévues aupremier alinéa de l’article 76, sont prolongées de deux années et la personnedoit, pour obtenir un nouveau permis, établir, au moyen d’une évaluationcomplète, que son rapport à l’alcool ou aux drogues ne compromet pas laconduite sécuritaire d’un véhicule routier de la classe de permis demandée.

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«76.1.5. Le nouveau permis, délivré à une personne visée àl’article 76.1.4, l’autorise à conduire un véhicule routier pourvu que celui-cisoit muni d’un antidémarreur éthylométrique agréé par la Société durant unepériode de deux ou de trois années selon que, au cours des dix annéesprécédant la révocation ou la suspension, la personne s’est vu imposer aucuneou au moins une révocation ou suspension pour une infraction reliée au refusde fournir un échantillon d’haleine ou pour une infraction reliée à l’alcoolalors que la Société ne détient aucune information selon laquelle l’alcoolémiedu contrevenant au moment où l’infraction a été commise était supérieure à160 mg d’alcool par 100 ml de sang.

«76.1.6. Lorsque l’infraction donnant lieu à la révocation ou à lasuspension est reliée à l’alcool et que l’alcoolémie de la personne au momentoù l’infraction a été commise était supérieure à 160 mg d’alcool par 100 ml desang, le nouveau permis et tout permis subséquent délivré au cours de la vie dela personne l’autorisent à conduire un véhicule routier pourvu que celui-ci soitmuni d’un antidémarreur éthylométrique agréé par la Société, si, au cours desdix années précédant la révocation ou la suspension, la personne s’est vuimposer au moins une révocation ou suspension pour une infraction reliée àl’alcool et que son alcoolémie, au moment où l’infraction a été commise, étaitsupérieure à 160 mg d’alcool par 100 ml de sang.

«76.1.7. Pour l’application des articles 76.1 à 76.1.6, on entend par:

1° «une infraction consistant à fuir un véhicule de police» toute infractionà l’article 249.1 du Code criminel (Lois révisées du Canada (1985),chapitre C-46);

2° «une infraction consistant à fuir le lieu d’un accident» toute infractionaux paragraphes 1, 1.2 ou 1.3 de l’article 252 du Code criminel;

3° «le refus de fournir un échantillon d’haleine» toute infraction auparagraphe 5 de l’article 254 du Code criminel;

4° « une infraction reliée à l’alcool » toute infraction à l’article 253 ou auxparagraphes 2 ou 3 de l’article 255 du Code criminel.

«76.1.8. Lorsqu’une personne échoue l’évaluation visée àl’article 76.1.2 ou à l’article 76.1.4, la Société peut, pour la période qu’elledétermine, délivrer à cette personne un permis probatoire ou un permis deconduire qui l’autorise à conduire un véhicule routier pourvu que celui-ci soitmuni d’un antidémarreur éthylométrique agréé par la Société.

«76.1.9. Les évaluations visées aux articles 64, 76.1.2 et 76.1.4 relèventdes centres de réadaptation pour personnes alcooliques et autres personnestoxicomanes. Elles sont faites par des personnes autorisées par ces centres etsuivant des règles établies par entente entre la Société et la Fédérationquébécoise des centres de réadaptation pour personnes alcooliques et autrestoxicomanes.

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«76.1.10. Dans le calcul des périodes d’une, de deux et de trois annéesprévues aux articles 76.1.3 et 76.1.5, il faut exclure toute période de suspensiondu permis ainsi que toute période pendant laquelle la personne n’était pasautorisée à conduire un véhicule routier en vertu du premier alinéa del’article 93.1.

«76.1.11. Lorsque le permis révoqué en était un d’apprenti-conducteur,le nouveau permis l’est aussi et la personne concernée doit terminer sa périoded’apprentissage. Elle ne peut, par la suite, obtenir un permis que si celui-cil’autorise à conduire un véhicule routier muni d’un antidémarreuréthylométrique agréé par la Société pour la période visée aux articles 76.1.3,76.1.5 et 76.1.6.

«76.1.12. Lorsque des raisons médicales exceptionnelles le justifient,la Société peut exempter une personne de l’obligation de munir le véhiculequ’elle conduit d’un antidémarreur éthylométrique. Il est alors interdit à cettepersonne de conduire un véhicule ou d’en avoir la garde ou le contrôle s’il y aquelque présence d’alcool dans son organisme. La Société peut exiger qu’elle

lui fournisse les renseignements et documents sur son rapport à l’alcool.».7. Les articles 76.2 à 76.4 de ce code sont modifiés par le remplacement de«76» par «76.1.1».

8. L’article 79 de ce code est abrogé.

9. L’article 81 de ce code est modifié par le remplacement, dans lesparagraphes 1° à 3°, de «73 ou 76» par «64, 73, 76.1.2 ou 76.1.4».

10. L’article 83 de ce code est modifié:

1° par le remplacement, dans le paragraphe 2°, de «73 ou 76» par «64, 73,76.1.2 ou 76.1.4»;

2° par le remplacement, dans le paragraphe 4°, de «79, 80.1 et 80.3» par« à 76.1.12, 80.1, 185 et 191.2 ».

11. L’article 92.0.1 de ce code est remplacé par le suivant:

«92.0.1. Dans les cas prévus aux articles 90, 91, 91.1, 91.3 et 92, lepermis délivré par la Société est un permis probatoire lorsque la personne quile demande est titulaire depuis moins de deux ans d’un permis de conduirevalide.».

12. L’article 98.1 de ce code est modifié par le remplacement, dans ledeuxième alinéa, de «au quatrième alinéa de l’article 76.1» par «àl’article 76.1.12 ».

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13. L’article 102 de ce code est modifié par l’insertion, après «97», de« , 99».


1° par le remplacement du mot «annule» par le mot «supprime»;

2° par l’ajout, à la fin, des mots «, sauf si l’excédent de points est égal ousupérieur à celui qui entraîne l’application de l’un de ces articles, auquel cascet excédent est ramené au nombre immédiatement inférieur à celui entraînantune sanction».

15. Ce code est modifié par l’insertion, après l’article 117, des suivants:

«117.1. Une décision portant sur la révocation d’un permis ou lasuspension du droit d’en obtenir un s’applique même si le nombre de points àcompter duquel une personne se voit révoquer son permis ou suspendre sondroit d’en obtenir un est différent de celui applicable au moment de la prise de

décision.«117.2. Une décision portant sur la révocation d’un permis probatoire

s’applique à tout permis autorisant la conduite d’un véhicule routier dont lapersonne est titulaire au moment de l’entrée en vigueur de la décision sanségard au fait que le permis probatoire est expiré et que le total de pointsd’inaptitude à compter duquel la personne se voit révoquer son permis estdifférent de celui applicable au moment de la prise de décision.».

16. L’article 118 de ce code est modifié par le remplacement du mot« suspendu » par le mot « révoqué».


1° par le remplacement, dans le paragraphe 1°, du mot «ans» par le mot«années» et par la suppression, dans ce paragraphe, des mots «ou lasuspension» et des mots «ou suspendu»;

2° par le remplacement, dans le paragraphe 3°, du mot « suspension» par lemot «révocation»;

3° par l’ajout, à la fin, de l’alinéa suivant:

«Pour l’application du paragraphe 1° du premier alinéa, le jour où la

sanction est imposée est compris dans la période de deux années qui précèdela révocation ou la suspension.».

18. L’article 180 de ce code est remplacé par le suivant:

«180. Entraîne de plein droit la révocation de tout permis autorisant laconduite d’un véhicule routier ou la suspension du droit d’en obtenir un, la

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déclaration de culpabilité d’une personne à une infraction au Code criminel(Lois révisées du Canada (1985), chapitre C-46), commise avec un véhiculeroutier ou avec un véhicule hors route et prévue aux articles suivants de cecode:

1° les articles 220, 221, 236, le sous-paragraphe a du paragraphe 1, lesparagraphes 3 ou 4 de l’article 249, les articles 249.1, 249.2, 249.3, lesparagraphes 1, 3 ou 4 de l’article 249.4 ou les paragraphes 1, 1.2 ou 1.3 del’article 252;

2° l’article 253, le paragraphe 5 de l’article 254 ou les paragraphes 2 ou 3de l’article 255.

Le juge qui prononce la déclaration de culpabilité doit ordonner laconfiscation du permis visé au premier alinéa pour qu’il soit remis à laSociété.».


«185. Lorsque le nombre de points d’inaptitude inscrits au dossierd’une personne est égal ou supérieur à celui fixé par règlement pris en vertu duparagraphe 9° de l’article 619, la Société révoque le permis de conduire decette personne ou suspend son droit d’en obtenir un.

Le nombre de points d’inaptitude fixé par règlement varie selon que lapersonne est âgée:

1° de moins de 23 ans ;

2° de 23 ou de 24 ans;

3° de 25 ans et plus.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à celui fixé par règlement mais inférieur à deux foiscelui-ci, aucun permis ne peut lui être délivré avant l’expiration d’une période :

1° de trois ou de six mois, selon qu’elle s’est vu imposer aucune ou uneseule révocation ou suspension d’une durée de trois mois en vertu del’article 191.2 ou du présent article au cours des deux années qui précèdent larévocation ou la suspension prévue au premier alinéa;

2°

de douze mois, si elle s’est vu imposer une seule révocation ou suspensiond’une durée de six ou de douze mois ou plus d’une révocation ou suspensionen vertu de l’article 191.2 ou du présent article au cours des deux années quiprécèdent la révocation ou la suspension prévue au premier alinéa.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à deux fois celui fixé par règlement mais inférieur à trois

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fois celui-ci, aucun permis ne peut lui être délivré avant l’expiration d’unepériode de six ou de douze mois, selon que la personne s’est vu imposeraucune ou au moins une révocation ou suspension en vertu de l’article 191.2ou du présent article au cours des deux années qui précèdent la révocation oula suspension prévue au premier alinéa.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à trois fois celui fixé par règlement, aucun permis ne peutlui être délivré avant l’expiration d’une période de douze mois.

Pour l’application du présent article, le jour où la sanction est imposée estcompris dans la période de deux années qui précède la révocation ou lasuspension.

Lorsqu’une personne est à la fois titulaire d’un permis de conduire et d’unpermis d’apprenti-conducteur, la révocation prévue au présent article s’appliqueà ces permis.».

20. L’article 190 de ce code est modifié par le remplacement, dans lesparagraphes 1° à 3°, de «73 ou 76» par «64, 73, 76.1.2 ou 76.1.4».

21. L’article 191 de ce code est modifié par le remplacement de «73 ou76» par «64, 73, 76.1.2 ou 76.1.4».

22. L’article 191.2 de ce code est remplacé par le suivant:

«191.2. Lorsque le nombre de points d’inaptitude inscrits au dossierd’une personne soumise à l’interdiction prévue à l’article 202.2 est égal ousupérieur à celui prévu par règlement pris en vertu du paragraphe 9.3° del’article 619, la Société révoque tout permis autorisant la conduite d’un

véhicule routier ou suspend son droit de les obtenir.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à celui fixé par règlement mais inférieur à deux foiscelui-ci, aucun permis ne peut lui être délivré avant l’expiration d’une période :

1° de trois mois ou de six mois, selon qu’elle s’est vu imposer aucune ouune seule révocation ou suspension d’une durée de trois mois en vertu duprésent article au cours des deux années qui précèdent la révocation ou lasuspension prévue au premier alinéa;

2° de douze mois, si elle s’est vu imposer une seule révocation ou suspension

d’une durée de six ou de douze mois ou plus d’une révocation ou suspensionen vertu du présent article au cours des deux années qui précèdent la révocationou la suspension prévue au premier alinéa.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à deux fois celui fixé par règlement mais inférieur à troisfois celui-ci, aucun permis ne peut lui être délivré avant l’expiration d’une

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période de six ou de douze mois, selon que la personne s’est vu imposeraucune ou au moins une révocation ou suspension en vertu du présent articleau cours des deux années qui précèdent la révocation ou la suspension prévueau premier alinéa.

Lorsque le nombre de points d’inaptitude inscrits au dossier de la personneest égal ou supérieur à trois fois celui fixé par règlement, aucun permis ne peutlui être délivré avant l’expiration d’une période de douze mois.

Pour l’application du présent article, le jour où la sanction est imposée estcompris dans la période de deux années qui précède la révocation ou lasuspension.».

23. L’article 195.1 de ce code est modifié par le remplacement de « 76 » par«76.1.1».

24. L’article 195.2 de ce code est modifié par le remplacement, dans ledeuxième alinéa, de «au quatrième alinéa de l’article 76.1» par «à

l’article 76.1.12 ».25. Ce code est modifié par l’insertion, après l’article 202.1, du suivant:

«202.1.1. Les dispositions de la présente section sont applicables:

1° non seulement sur les chemins publics mais également sur les cheminssoumis à l’administration du ministère des Ressources naturelles et de laFaune ou entretenus par celui-ci, sur les chemins privés ouverts à la circulationpublique des véhicules routiers ainsi que sur les terrains de centres commerciauxet autres terrains où le public est autorisé à circuler;

2°

au conducteur d’un véhicule routier et à la personne qui en a la garde oule contrôle ainsi qu’au conducteur d’un véhicule hors route et à la personnequi en a la garde ou le contrôle.».

26. L’article 202.2 de ce code est modifié:

1° par la suppression, dans le paragraphe 2° du premier alinéa, des mots«âgé de moins de 25 ans et est en plus» ;

2° par le remplacement du paragraphe 3° du premier alinéa par le suivant:

« 3° le titulaire d’un permis restreint délivré en vertu de l’article 118

lorsque le permis a été délivré à la suite de la révocation d’un permis probatoireainsi que le titulaire d’un permis délivré en vertu du quatrième alinéa del’article 73 ou de l’un des articles 76.1.1, 76.1.3, 76.1.5, 76.1.6, 76.1.8,76.1.11 et 76.1.12;».


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«202.4. Un agent de la paix suspend sur-le-champ au nom de la Société :

1° pour une période de 90 jours, le permis de toute personne qui conduit unvéhicule routier ou qui en a la garde ou le contrôle et dont l’alcoolémie serévèle, par suite d’une épreuve d’alcootest effectuée conformément auxdispositions du Code criminel (Lois révisées du Canada (1985),chapitre C-46), supérieure à 80 mg d’alcool par 100 ml de sang;

2° pour une période de 90 jours, le permis de toute personne soumise àl’interdiction prévue à l’article 202.2 ou 202.2.1 qui conduit un véhiculeroutier ou qui en a la garde ou le contrôle et dont une épreuve de dépistageeffectuée en vertu de l’article 202.3 révèle quelque présence d’alcool dansl’organisme ou dont l’alcoolémie se révèle, par suite d’une épreuve d’alcootesteffectuée conformément aux dispositions du Code criminel, égale ou inférieureà 80 mg par 100 ml de sang;

3° pour une période de 24 heures, le permis de toute personne non visée parle paragraphe 1° et non soumise à l’interdiction prévue à l’article 202.2 ou202.2.1 qui conduit un véhicule routier ou qui en a la garde ou le contrôle etdont l’alcoolémie se révèle, par suite d’une épreuve effectuée conformémentaux dispositions du Code criminel, égale ou supérieure à 50 mg d’alcool par100 ml de sang.

La suspension vaut à l’égard de tout permis autorisant la conduite d’unvéhicule routier et du droit d’en obtenir un.

La suspension du permis imposée à une personne soumise à l’interdictionprévue à l’article 202.2.1 ne vaut qu’à l’égard des véhicules auxquels s’appliquecette interdiction, pourvu que cette personne ne contrevienne pas aussi auparagraphe 1° du premier alinéa du présent article.».

28. L’article 202.5 de ce code est modifié par l’insertion, après le mot« suspension», de « de 90 jours».


«202.6. Un agent de la paix qui suspend sur-le-champ un permis envertu des articles 202.4 et 202.5 peut, sans la permission du propriétaire ou,dans le cas d’un véhicule lourd, de l’exploitant, prendre possession d’unvéhicule routier qui occupe illégalement une partie du chemin afin de procéderà son remisage aux frais du propriétaire ou de l’exploitant.».

30. L’article 209.2 de ce code est modifié par le remplacement de «ou202.5» par «, 202.5 ou 328.1».

31. Ce code est modifié par l’insertion, après l’article 209.2, du suivant:

«209.2.1. L’agent de la paix procède sur-le-champ, au nom de laSociété et aux frais du propriétaire, à la saisie d’un véhicule routier et à sa

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mise en fourrière pour une durée de 30 jours si la personne qui le conduit ou ena la garde ou le contrôle :

1° a une alcoolémie qui se révèle, par suite d’une épreuve d’alcootesteffectuée conformément aux dispositions du Code criminel (Lois révisées duCanada (1985), chapitre C-46), supérieure à 80 mg d’alcool par 100 ml desang et qu’au cours des dix années précédant la saisie, elle a fait l’objet d’unerévocation de permis ou d’une suspension du droit d’en obtenir un en vertu duparagraphe 2° de l’article 180;

2° a une alcoolémie qui se révèle, par suite d’une épreuve d’alcootesteffectuée conformément au Code criminel, supérieure à 160 mg d’alcool par100 ml de sang;

3° omet d’obtempérer, sans excuse raisonnable, à l’ordre qu’il lui donne envertu de l’article 254 du Code criminel.

L’agent de la paix retient le véhicule routier à compter du moment où ildonne l’ordre à la personne de le suivre pour subir l’épreuve d’alcootest

jusqu’à la fin de cette épreuve. ».

32. L’article 209.6 de ce code est modifié par le remplacement des mots«radar de vitesse» par le mot «cinémomètre».

33. L’article 209.11 de ce code est modifié:

1° par l’ajout, à la fin du paragraphe 2° du premier alinéa, des sous-paragraphes suivants:

« c) il ne pouvait raisonnablement prévoir que le conducteur conduirait le

véhicule ou en aurait la garde ou le contrôle alors que son alcoolémie dépassait80 mg d’alcool par 100 ml de sang;

« d ) il ne pouvait raisonnablement prévoir que le conducteur omettraitd’obtempérer, sans excuse raisonnable, à un ordre que lui donne un agent de lapaix en vertu de l’article 254 du Code criminel (Lois révisées du Canada(1985), chapitre C-46). » ;

2° par l’ajout, après le premier alinéa, des suivants:

«Lorsqu’une saisie est effectuée en vertu des articles 209.1 ou 209.2 ainsiqu’en vertu de l’article 209.2.1, le propriétaire qui n’était pas le conducteur

peut être remis en possession de son véhicule s’il démontre qu’il satisfait auxconditions du sous-paragraphe a ou b et du sous-paragraphe c ou d duparagraphe 2° du premier alinéa, selon la situation applicable.

Aucune mainlevée de la saisie ne peut être ordonnée en vertu duparagraphe 1° du premier alinéa si le véhicule est saisi en vertu des articles 209.2et 209.2.1.».

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«209.14. Les dispositions des articles 209.11 à 209.13 ne doivent pasêtre interprétées comme empêchant la Société d’autoriser, sur paiement desfrais de garde et de remorquage engagés par le gardien, la remise en possessiondu véhicule si le propriétaire satisfait aux conditions suivantes:

1° dans le cas d’une saisie effectuée en vertu de l’article 209.1 ou 209.2, ilétablit, à la satisfaction de la Société, qu’il est dans les conditions prévues auparagraphe 1° ou 2° du premier alinéa de l’article 209.11;

2° dans le cas d’une saisie effetuée en vertu de l’article de 209.2.1 alors:

a) qu’il était le conducteur et que :

i. la saisie a été effectuée en vertu du paragraphe 1° du premier alinéa del’article 209.2.1, il obtient en vertu de l’article 202.6.6 la levée de la suspensionde son permis ;

ii. la saisie a été effectuée en vertu du paragraphe 2° du premier alinéa del’article 209.2.1, il établit de façon prépondérante qu’il conduisait le véhiculeroutier ou en avait la garde ou le contrôle sans avoir consommé une quantitéd’alcool telle que son alcoolémie dépassait 160 mg d’alcool par 100 ml desang;

iii. la saisie a été effectuée en vertu du paragraphe 3° du premier alinéa del’article 209.2.1, il obtient en vertu de l’article 202.6.6 la levée de la suspensionde son permis ;

b) qu’il n’était pas le conducteur et que :

i. la saisie a été effectuée en vertu des paragraphes 1° ou 2° du premieralinéa de l’article 209.2.1, il établit, à la satisfaction de la Société, qu’il nepouvait raisonnablement prévoir que le conducteur conduirait le véhicule ouen aurait la garde ou le contrôle alors que son alcoolémie dépassait 80 mgd’alcool par 100 ml de sang;

ii. la saisie a été effectuée en vertu du paragraphe 3° du premier alinéa del’article 209.2.1, il établit, à la satisfaction de la Société, qu’il ne pouvaitraisonnablement prévoir que le conducteur omettrait d’obtempérer, sans excuseraisonnable, à un ordre que lui donne un agent de la paix en vertu de l’article254 du Code criminel (Lois révisées du Canada (1985), chapitre C-46);

3° dans le cas d’une saisie effectuée en vertu des articles 209.1 ou 209.2ainsi qu’en vertu de l’article 209.2.1, il satisfait aux conditions desparagraphes 1° et 2°.

Les articles 202.6.3 à 202.6.5 et 202.6.7 à 202.6.12 s’appliquent à toutedemande faite en vertu du paragraphe 2° du premier alinéa.».

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35. L’article 209.26 de ce code est modifié par le remplacement de «ou209.2» par «, 209.2 ou 209.2.1».


«251. Nul ne peut:

1° installer ou faire installer dans un véhicule routier ou y introduire dequelque façon un détecteur de cinémomètre;

2° placer ou appliquer ni faire placer ou appliquer sur un véhicule routiertout objet ou toute matière pouvant nuire de quelque façon au fonctionnementnormal d’un cinémomètre photographique ou d’un système photographiquede contrôle de circulation aux feux rouges ou à l’enregistrement desinformations sur la plaque d’immatriculation par l’appareil photo d’un telcinémomètre ou d’un tel système de contrôle.».


1° par le remplacement, dans le premier alinéa, des mots «radar de vitesse »par le mot «cinémomètre» ;

2° par le remplacement, dans le deuxième alinéa, du mot «radar» par lemot « cinémomètre».

38. L’article 253 de ce code est abrogé.


1° par la suppression, dans le premier alinéa, de «, 251» ;

2° par l’ajout, à la fin, de l’alinéa suivant:

«Quiconque contrevient à l’article 251 commet une infraction et est passibled’une amende de 500 $ à 1 000 $.».

40. L’article 287.1 de ce code est modifié par le remplacement, dans lepremier alinéa, de « 300 $ à 600 $ » par « 500 $ à 1 000 $ ».


«312.1. Nul ne peut, sans l’autorisation de la personne responsable del’entretien d’un chemin public, modifier ou enlever tout ou partie d’uncinémomètre photographique ou d’un système photographique de contrôle decirculation aux feux rouges qui se trouve sur ce chemin.

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«312.2. Nul ne peut endommager un cinémomètre photographique ouun système photographique de contrôle de circulation aux feux rouges installésur un chemin public ni gêner ou empêcher son fonctionnement.».


«315.4. Quiconque contrevient à l’un des articles 312.1 ou 312.2 commetune infraction et est passible d’une amende de 500 $ à 1 000 $.

Le tribunal peut, sur demande du poursuivant, imposer une amendeadditionnelle fixée en tenant compte des dommages causés.».


«328.1. Un agent de la paix suspend sur-le-champ, au nom de laSociété et pour une période de sept jours, le permis visé à l’article 61 de toutepersonne qui:

1°

dans une zone où la limite de vitesse maximale autorisée est d’au plus60 km/h, conduit un véhicule routier à une vitesse de 40 km/h ou plus au-delàde la vitesse maximale indiquée;

2° dans une zone où la limite de vitesse maximale autorisée est supérieureà 60 km/h et d’au plus 90 km/h, conduit un véhicule routier à une vitesse de50 km/h ou plus au-delà de la vitesse maximale indiquée ;

3° dans une zone où la limite de vitesse maximale autorisée est de100 km/h, conduit un véhicule routier à une vitesse de 60 km/h ou plus au-delàde cette limite.

Lorsque la personne n’est pas titulaire d’un permis ou est titulaire d’unpermis délivré par une autre autorité administrative, l’agent de la paix suspendsur-le-champ, au nom de la Société et pour une période de sept jours, son droitd’obtenir un permis d’apprenti-conducteur, un permis probatoire ou un permisde conduire.

Dans le cas d’une personne qui, au cours des dix années précédant lasuspension, a fait l’objet d’une déclaration de culpabilité reliée à une infractionpour un excès de vitesse prévu au présent article, la durée de la suspension estportée à 30 jours.

L’agent de la paix qui suspend sur-le-champ un permis en vertu du présent

article peut, sans la permission du propriétaire ou, dans le cas d’un véhiculelourd, de l’exploitant, prendre possession d’un véhicule routier qui occupeillégalement une partie du chemin afin de procéder à son remisage aux frais dupropriétaire ou de l’exploitant.

Les articles 195, 202.6.1 et 202.7 s’appliquent à une suspension de permisimposée en vertu du présent article.».

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«332. La vitesse d’un véhicule routier peut être mesurée par uncinémomètre photographique approuvé par le ministre des Transports et leministre de la Sécurité publique et utilisé de la manière qu’ils déterminent.

L’image obtenue d’un cinémomètre photographique approuvé et utiliséconformément au premier alinéa, la vitesse qu’il a enregistrée et qui y estindiquée et les autres informations qui y apparaissent quant au véhicule et à saplaque d’immatriculation et quant à l’endroit, la date et l’heure à laquellel’image a été captée font preuve, en l’absence de toute preuve contraire, deleur exactitude.».

45. L’article 333 de ce code est modifié par le remplacement des mots« radar de vitesse au sens de l’article 253» par les mots «cinémomètre ou surlequel est placé ou appliqué tout objet ou toute matière pouvant nuire dequelque façon au fonctionnement normal d’un cinémomètre ou àl’enregistrement des informations sur la plaque d’immatriculation par l’appareil

photo d’un cinémomètre photographique ou d’un système photographique decontrôle de circulation aux feux rouges».

46. L’article 334 de ce code est modifié par le remplacement des mots«radar de vitesse» et «radar» par le mot «cinémomètre», partout où ils setrouvent.


«334.1. Un agent de la paix est autorisé à enlever ou à faire enlever auxfrais du propriétaire du véhicule routier tout objet ou toute matière pouvantnuire de quelque façon au fonctionnement normal d’un cinémomètre ou à

l’enregistrement des informations sur la plaque d’immatriculation par l’appareilphoto d’un cinémomètre photographique ou d’un système photographique decontrôle de circulation aux feux rouges.

L’agent de la paix délivre un reçu à la personne en possession du véhicule etremet ensuite l’objet enlevé à la Société.».


«359.3. L’arrêt à un feu rouge peut être vérifié au moyen d’un systèmephotographique conçu à cette fin, approuvé par le ministre des Transports et leministre de la Sécurité publique et utilisé de la manière qu’ils déterminent.

L’image obtenue d’un système photographique approuvé et utiliséconformément au premier alinéa et les informations qui y apparaissent quantau véhicule et à sa plaque d’immatriculation et quant à l’endroit, la date etl’heure à laquelle l’image a été captée font preuve, en absence de toute preuvecontraire, de leur exactitude.».

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«439.1. Une personne ne peut, pendant qu’elle conduit un véhiculeroutier, faire usage d’un appareil muni d’une fonction téléphonique et tenu enmain.

Cette interdiction ne s’applique pas au conducteur d’un véhicule d’urgencedans l’exercice de ses fonctions.».


«480.1. Il est interdit à une personne âgée de moins de 16 ans quiconduit un cyclomoteur de transporter un passager.».

51. L’article 506 de ce code est modifié par la suppression, dans le premieralinéa, de «439,».

52. L’article 508 de ce code est modifié par l’insertion, après «401», de

« , 439, 439.1».


«508.1. Quiconque contrevient à l’article 480.1 commet une infractionet est passible d’une amende de 100 $. ».


«516.1. Est passible d’une amende égale au double de celle prévue àl’article 516 pour un excès de vitesse correspondant, quiconque:

1° dans une zone où la limite de vitesse maximale autorisée est d’au plus60 km/h, conduit un véhicule routier à une vitesse de 40 km/h ou plus au-delàde la vitesse maximale indiquée;

2° dans une zone où la limite de vitesse maximale autorisée est supérieureà 60 km/h et d’au plus 90 km/h, conduit un véhicule routier à une vitesse de50 km/h ou plus au-delà de la vitesse maximale indiquée;

3° dans une zone où la limite de vitesse maximale autorisée est de100 km/h, conduit un véhicule routier à une vitesse de 60 km/h ou plus au-delàde cette limite.».

55. Ce code est modifié par l’insertion, après l’article 519.15.2, édicté parl’article 39 du chapitre 39 des lois de 2005, du suivant:

«519.15.3. Un exploitant ne peut laisser conduire un véhicule lourd àmoins que le limiteur de vitesse dont a été muni ce véhicule ne soit activé et

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réglé à une vitesse maximale de 105 km/h et qu’il ne soit en bon état defonctionnement.

Toutefois, le ministre des Transports peut, par arrêté publié à la Gazetteofficielle du Québec, exempter de l’application du premier alinéa les types devéhicules lourds qu’il indique.».


«519.46.1. L’exploitant qui contrevient à l’article 519.15.3 commetune infraction et est passible d’une amende de 350 $ à 1 050 $. ».

57. L’article 550 de ce code est modifié par le remplacement, dans ladeuxième ligne du premier alinéa, des mots «du paragraphe 2°» par les mots«des paragraphes 2° et 4°» et par la suppression, dans la troisième ligne de cetalinéa, de «187.2,».

58. L’article 552 de ce code est modifié par le remplacement de «76» par

«76.1.2, 76.1.4».

59. L’article 587 de ce code est modifié par le remplacement du deuxièmealinéa par les suivants:

«La personne visée au premier alinéa doit également aviser la Société detoute ordonnance d’interdiction de conduire rendue en vertu de l’un desparagraphes 1, 2 et 3.1 à 3.4 de l’article 259 du Code criminel (Lois réviséesdu Canada (1985), chapitre C-46).

Lorsqu’une décision fait état que la concentration d’alcool dans le sang ducontrevenant au moment où une infraction visée à l’article 180 a été commise

était supérieure à 160 mg d’alcool par 100 ml de sang, l’avis à la Société doitle mentionner. ».

60. L’article 589 de ce code est modifié par l’insertion, après le mot«paiement», de «, d’un taux d’alcoolémie».


«592.1. En cas d’infraction constatée par une photographie prise aumoyen d’un cinémomètre photographique ou d’un système photographique decontrôle de circulation aux feux rouges, le propriétaire du véhicule routier, pardérogation aux dispositions du deuxième alinéa de l’article 592, peut êtredéclaré coupable de l’infraction, à moins qu’il ne prouve que, lors del’infraction, le véhicule était, sans son consentement, en la possession d’untiers.

Le constat d’infraction et la photographie, indiquant l’endroit où elle a étéprise, la date et l’heure de même que, le cas échéant, le feu de circulation encause ou la vitesse enregistrée, doivent être transmis au propriétaire dans les

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30 jours suivant la date de la commission de l’infraction à la dernière adressefigurant dans les dossiers de la Société ou, selon le cas, dans un registre tenuhors Québec par une autorité administrative responsable de l’immatriculationdu véhicule en cause. La photographie doit montrer le véhicule routier et saplaque d’immatriculation et, le cas échéant, le feu de circulation, sans qu’ilsoit possible d’identifier les occupants du véhicule.

Lorsque le propriétaire n’était pas le conducteur au moment où l’infractiona été constatée, le conducteur et le propriétaire peuvent transmettre aupoursuivant, dans les 10 jours de la signification du constat d’infraction, unedéclaration signée par eux identifiant le conducteur, conformément auformulaire prescrit par le ministre de la Justice. Le poursuivant peut signifierun nouveau constat au conducteur.

En cas de refus du conducteur de signer la déclaration, le propriétaire peutnéanmoins transmettre celle-ci au poursuivant et en aviser le conducteur. Lepoursuivant peut signifier un nouveau constat au conducteur.

«592.2. Malgré le premier alinéa de l’article 592.1, le propriétaire duvéhicule routier ne peut être déclaré coupable si le conducteur a été trouvécoupable de la même infraction ou d’une infraction incluse.

«592.3. Pour l’application des articles 592.1 et 592.2, le locataire d’uncontrat de location à court terme est réputé être le propriétaire du véhiculeroutier.

«592.4. Toute infraction constatée par une photographie prise au moyend’un cinémomètre photographique ou d’un système photographique de contrôlede circulation aux feux rouges n’entraîne l’attribution d’aucun pointd’inaptitude, à moins que le conducteur n’ait été intercepté et qu’un constat ne

lui ait été signifié pour l’infraction ainsi constatée.».


«597.1. L’article 597 ne s’applique pas à une poursuite pénale pourune infraction constatée par une photographie prise au moyen d’un systèmephotographique de contrôle de circulation aux feux rouges ou d’un cinémomètrephotographique.

Malgré le premier alinéa, le gouvernement peut convenir, dans une ententeconclue avec une municipalité, que l’amende perçue pour une telle infractionappartient à la municipalité sur le territoire de laquelle elle a été constatée.».


1° par le remplacement, dans le texte anglais du paragraphe 3°, des mots«types and classes» par les mots «classes and categories»;

2° par la suppression, dans le paragraphe 6.4°, de «, 90, 91, 91.1, 92» ;

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3° par la suppression des paragraphes 9.1° et 9.2° ;

4° par le remplacement du paragraphe 9.3° par le suivant :

«9.3° prévoir le nombre d’infractions ou de points d’inaptitude inscrits audossier d’une personne qui entraîne la révocation du permis d’apprenti-conducteur, du permis probatoire ou du permis autorisant uniquement laconduite d’un cyclomoteur ou d’un tracteur de ferme ou la suspension du droitde les obtenir ; ».

64. L’article 619.2 de ce code est modifié par le remplacement, dans letexte qui précède le paragraphe 1°, de «76 » par «76.1.1 ».

65. L’article 619.3 de ce code est modifié par le remplacement, dans lapartie du paragraphe 2° du premier alinéa qui précède le sous-paragraphe a, de«76» par «76.1.1».

66. L’article 621 de ce code est modifié par le remplacement, dans le

paragraphe 50°

du premier alinéa, de «ou 209.2» par « , 209.2 ou 209.2.1».67. Ce code est modifié par l’insertion, après l’article 634.2, du suivant:

«634.3. Les cinémomètres photographiques et les systèmesphotographiques de contrôle de circulation aux feux rouges ne peuvent êtreutilisés qu’aux conditions et modalités indiquées par le ministre des Transportset le ministre de la Sécurité publique et qu’aux endroits déterminés par ceux-ci.

Dans la détermination des endroits où seront installés des cinémomètresphotographiques et des appareils photographiques de contrôle de circulation

aux feux rouges, le ministre des Transports et le ministre de la Sécuritépublique peuvent tenir compte des demandes exprimées par les municipalités.

Les endroits où peuvent être utilisés des cinémomètres photographiques etdes systèmes photographiques de contrôle de circulation aux feux rougesdoivent être annoncés au moyen d’une signalisation routière établieconformément à l’article 289.

Tout arrêté pris en application du premier alinéa est publié à la Gazetteofficielle du Québec. ».

68. L’article 648 de ce code est modifié par l’insertion, après le

paragraphe 1.1°, des suivants :

«1.2° les amendes perçues en vertu de l’article 315.4;

«1.3° les amendes perçues en vertu des articles 509, 516 et 516.1 dans lescas où l’infraction a été constatée par une photographie prise au moyen d’uncinémomètre photographique ou d’un système photographique de contrôle decirculation aux feux rouges; ».

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LOI SUR LE MINISTÈRE DES TRANSPORTS

69. L’article 12.30 de la Loi sur le ministère des Transports (L.R.Q.,chapitre M-28) est modifié par l’insertion, après le paragraphe 1°, du suivant:

«1.1° le «Fonds de la sécurité routière» affecté au financement de mesuresou de programmes de sécurité routière et d’aide aux victimes de la route; ».

70. Cette loi est modifiée par l’insertion, après l’article 12.39, de ce quisuit:

«§1.1. — Fonds de la sécurité routière

«12.39.1. Le fonds est constitué des sommes suivantes, à l’exceptiondes intérêts qu’elles produisent:

1° les amendes visées aux paragraphes 1.2° et 1.3° de l’article 648 du Codede la sécurité routière (chapitre C-24.2), sauf celles qui appartiennent aux

municipalités conformément à une entente conclue en vertu du deuxièmealinéa de l’article 597.1 de ce code ;

2° les sommes versées par le ministre des Transports sur les crédits allouésà cette fin par le Parlement ;

3° les sommes versées par le ministre des Finances en application dupremier alinéa de l’article 12.34 et de l’article 12.35;

4° les dons, legs et autres contributions versées pour aider à la réalisationdes objets du fonds.

«12.39.2. Les articles 12.31 et 12.33 à 12.39 s’appliquent au fonds.».

RÈGLEMENT SUR LES POINTS D’INAPTITUDE

71. Les articles 4 à 6 du Règlement sur les points d’inaptitude, édicté par ledécret no 1003-2001 (2001, G.O. 2, 6194), sont remplacés par les suivants:

«4. L’avis prévu à l’article 114 du Code de la sécurité routière est envoyédans les cas suivants :

1° lorsqu’au moins 4 points d’inaptitude sont inscrits au dossier d’unepersonne âgée de moins de 23 ans;

2° lorsqu’au moins 6 points d’inaptitude sont inscrits au dossier d’unepersonne âgée de 23 ou de 24 ans ;

3° lorsqu’au moins 7 points d’inaptitude sont inscrits au dossier d’unepersonne âgée de 25 ans et plus.

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«5. Pour l’application de l’article 185 du Code de la sécurité routière, lenombre de points d’inaptitude est fixé à:

1° 8, pour une personne âgée de moins de 23 ans;

2° 12, pour une personne âgée de 23 ou de 24 ans;

3° 15, pour une personne âgée de 25 ans et plus.

«6. Pour l’application de l’article 191.2 du Code de la sécurité routière,le nombre de points d’inaptitude est fixé à 4.».

72. L’annexe de ce règlement est modifiée:

1° par l’insertion, après l’élément 6, des suivants:

« 6.1. Vitesse de 40 km/hou plus au-delà de la limite

permise dans une zone oùla limite maximale de vitesse 516.1, 516.1,est d’au plus 60 km/h par. 1° par. 1°

Excès de la vitesse permise de :

40 à 45 km/h 6

46 à 60 km/h 10

61 à 80 km/h 14

81 à 100 km/h 18

plus de 100 km/h 24 + 6 points partranche complèteadditionnelle de20 km/h au-dessusde l’excès de 100 km/h

«6.2. Vitesse de 50 km/h ouplus au-delà de la limitepermise dans une zone où lalimite maximale de vitesseest supérieure à 60 km/h 516.1, 516.1,et d’au plus 90 km/h par. 2° par. 2°

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26


50 à 60 km/h 10

61 à 80 km/h 14

81 à 100 km/h 18


« 6.3. Vitesse de 60 km/hou plus au-delà de la limitepermise dans une zone oùla limite maximale de 516.1, 516.1,vitesse est de 100 km/h par. 3° par. 3°


60 km/h 10

61 à 80 km/h 14

81 à 100 km/h 18


» ;

2° par l’insertion, après l’élément 26, du suivant:

« 26.1. Conduite en faisantusage d’un téléphone tenuen main 439.1 508 3

».

DISPOSITIONS TRANSITOIRES ET FINALES

73. L’article 66 du Code de la sécurité routière, tel qu’il se lisait avant samodification par l’article 4, continue de s’appliquer au titulaire d’un permisprobatoire le (indiquer ici la date de la veille de l’entrée en vigueur del’article 4).

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27

74. Les articles 76 et 76.1 du Code de la sécurité routière, tels qu’ils selisaient avant leur remplacement par l’article 6, continuent de s’appliquer à ladélivrance d’un permis consécutive à une révocation ou à une suspensionintervenue à la suite d’une déclaration de culpabilité pour une infraction viséeà l’article 180 de ce code commise avant le (indiquer ici la date de la veille del’entrée en vigueur de l’article 6 ).

75. Un candidat à l’obtention d’un premier permis de conduire autorisantla conduite d’un véhicule de promenade, autre qu’un cyclomoteur ou qu’unemotocyclette, est exempté de l’obligation d’avoir suivi un cours de conduitepratique à la condition de remplir les conditions suivantes:

1° d’avoir été titulaire d’un permis d’apprenti-conducteur autorisant laconduite d’un véhicule de promenade, autre qu’un cyclomoteur ou qu’unemotocyclette, le (indiquer ici la date de la veille de l’entrée en vigueur del’article 5) ;

2° d’avoir été titulaire d’un tel permis pendant 12 mois.

76. Le permis de conduire d’une personne qui, le (indiquer ici la date del’entrée en vigueur de l’article 73), a moins de 23 ans et a accumulé à sondossier de 8 à 14 points d’inaptitude n’est pas révoqué. Toutefois, touteinscription de points d’inaptitude à son dossier après cette date, qui a poureffet de lui faire atteindre ou dépasser 8 ou 12 points d’inaptitude, selonqu’elle a moins de 23 ans ou qu’elle a 23 ou 24 ans au moment de l’inscriptionde ces points, entraîne la révocation de son permis ou si, au moment de cetteinscription, elle n’est pas titulaire d’un permis, la suspension de son droit d’enobtenir un.

Le permis de conduire d’une personne qui, le (indiquer ici la date de

l’entrée en vigueur de l’article 73), a 23 ou 24 ans et a accumulé à son dossierde 12 à 14 points d’inaptitude n’est pas révoqué. Toutefois, toute inscriptionde points d’inaptitude à son dossier après cette date, qui a pour effet de luifaire atteindre ou dépasser 12 ou 15 points d’inaptitude, selon qu’elle a 23 ou24 ans ou qu’elle a 25 ans et plus au moment de l’inscription de ces points,entraîne la révocation de son permis ou si, au moment de cette inscription, ellen’est pas titulaire d’un permis, la suspension de son droit d’en obtenir un.

77. Le permis d’une personne qui, le (indiquer ici la date de l’entrée envigueur de l’article 73), a plus de 25 ans, est titulaire depuis moins de 5 ansd’un seul permis autorisant uniquement la conduite d’un cyclomoteur ou d’untracteur de ferme et a accumulé à son dossier de 4 à 14 points d’inaptitude

n’est pas révoqué. Toutefois, toute inscription de points d’inaptitude à sondossier après cette date, qui a pour effet de lui faire atteindre ou dépasser 4 ou15 points d’inaptitude, selon qu’elle est titulaire de son permis depuis moinsde 5 ans ou depuis 5 ans et plus au moment de l’inscription de ces points,entraîne la révocation de son permis ou si, au moment de cette inscription, ellen’est pas titulaire d’un permis, la suspension de son droit d’en obtenir un.

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28

78. Pour l’imposition d’une sanction en vertu de l’article 185 du Code de lasécurité routière à compter du (indiquer ici la date de l’entrée en vigueur del’article 19), les sanctions imposées en vertu de l’article 191.2 de ce codeavant le (indiquer ici la date de l’entrée en vigueur de l’article 19) ne doiventpas être prises en compte.

79. Pour l’imposition d’une sanction en vertu de l’article 191.2 du Code dela sécurité routière à compter du (indiquer ici la date de l’entrée en vigueur del’article 22), les sanctions imposées en vertu de l’article 191.2 de ce codeavant le (indiquer ici la date de l’entrée en vigueur de l’article 22) ne doiventpas être prises en compte.

80. Le ministre des Transports doit, au plus tard le (indiquer ici la date quisuit d’un an celle de l’entrée en vigueur du présent article ), faire rapport àl’Assemblée nationale sur l’application du cinémomètre photographique et dusystème photographique de contrôle de circulation aux feux rouges. Lacommission compétente de l’Assemblée procède à l’étude de ce rapport et faitses recommandations au ministre.

81. Les dispositions de la présente loi entreront en vigueur à la date ou auxdates fixées par le gouvernement, à l’exception de celles des articles 49, 51,52, 54 et 72 qui entreront en vigueur le 1er avril 2008. Toutefois, les dispositionsde l’article 36, en ce qui concerne le paragraphe 2° de l’article 251 du Code dela sécurité routière, des articles 41, 42 et 44, de l’article 45, en ce qui concernele cinémomètre photographique et le système photographique de contrôle decirculation aux feux rouges, et des articles 47, 48, 61, 62, 67 et 68 cesserontd’avoir effet à la date ou aux dates fixées par le gouvernement, lesquelles nepeuvent être antérieures au (indiquer ici la date qui suit de 18 mois celle del’entrée en vigueur de l’article 80).

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PARIS

Objet : Etat des lieux de la transposition de la Directive Permis de conduire dans les 27 Etats membres

Date : 14 décembre 2007

PaysRéglementation en

vigueurExigences Actions entreprises

*

AllemagnePermis S depuis février2005

Age minimum : 16 ans

Formation et épreuves théoriques etpratiques obligatoires

Coût d’un permis S : idem que pour unpermis B

Action menée contre l’étudedu GDV sur la sécurité desquadricycles :

- Organisation d’unerencontre avec lesauteurs de l’étude en mai2007

- Organisation de la visited’un site de productionMicrocar

- Participation auséminaire GDV àBruxelles le 26 juin 07

Contacts avec lesimportateurs, réunion le 13décembre à Cologne

Contact avec le Ministèredes Transports, RDV le 13décembre à Bonn

Lm

P

AC

**

AutricheMopedausweis

Age minimum : 16 ans (15 ans surdérogation)

Seule la formation est obligatoire

Participation au 2d congrèsFit to Drive à et organisation

de rencontres avec M.Breyer (Ministère desTransports,) et M.Kaltenegger (Kuratoriumpour la Sécurité routière) en juin 2007

Collaboration avec la CCIde Vienne : mise en place

Ld

Mv

Ap

Ap

K

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Estonie Permis B1

Exigences B1 :

Age minimum : 16 ans

Epreuves pratiques et théoriquesobligatoires

Examen médical obligatoire

.

ua

--

Finlande Permis moped

Age minimum: 15 ans

Pas de formation mais des épreuvesthéoriques

Organisation d’un rendez-

vous de prise de contactsen janvier 2008 avec EijaMAUNU, responsable de latransposition au Ministèredes Transports

L

c

La

FranceArrêté 17/12/2003instaurant le BSR (optionquadricycle)

Pas de permis pour les personnes néesavant le 01/01/88

Age: 16

Formation théorique intégrée à la scolarité

Formation pratique: 3h

M

P

L

A

Lc

Grèce Licence cyclomoteur Age minimum: 16 ans

Seul l’examen pratique est obligatoire-

M

P

-

-

-

Hongrie Licence cyclomoteur (M) Age minimum: 14 ans

Formation et examens obligatoires

Rencontres institutionnellesorganisées avec leMinistère des Transports,l’Institut des Sciences duTransport et l’associationnationale des auto-écolesen mai 2006

Organisation de rendez-vous institutionnels àprévoir en 2008

T

In

Irlande Permis B

Idem B (seuls le examens sontobligatoires)

Comme au UK, l’examen prime sur laformation

-

M

P

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Deuxième série de RV endécembre 2007 (notammentavec députés membres dela Commissioninfrastructures)

Ldé

PortugalNouveau code de routeCode de la Route du26/03/2005

Entre 1998 et 2005 : Licence decyclomoteur entre 14 et 16 ans avec uneformation et examen théorique etpratique.

Depuis 2005, Permis B1 (16 ans) avecune formation théorique (28 heures) avecun examen Une formation pratique (12heures) avec un examen pratique.

Prise de contact etrencontre du réseau local

de quadricycles Rencontre avec la

Prévention RoutièrePortugaise (PRP) (24/04)

Rencontre avec le Chef deDivision du Département deconducteurs à la DirectionRoutière portugaise (DGV)Mme Fatima Abreu et sonéquipe (24/04)

Rencontre prévue avec lanouvelle direction de laDGV en janvier 2008

6

P

E jo

RépubliqueTchèque

Pour vitesse maximale

inférieure à 45km/h : PermisAM (« petite moto »)

Age minumum : 15 ans

Formation et examens (théorique etpratique) obligatoires

Visite médicale

-

M

LL

Roumanie - - -

M

P

Royaume-Uni Permis B Age minimum: 17 ans

Examens obligatoires

Rendez-vous à venir avecles départements en chargede la transposition

Soutien à la création d’unefédération nationale (BQA)

Organisation d’un rendez-vous avec la Driving

Standards Agency(département en charge dela transposition,conjointement avec laDrivers and VehicleLicensing Agency)

Pp

T

Cp

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Slovaquie Permis B1 (depuis 2004)

Age minimum: 16 ans

Formation et examens (théorique etpratique) obligatoires

Visite médicale

-

M

L

Slovénie Permis catégorie H - -

T

L

L

Suède Moped certificate

Age minimum: 15 ans

Formation obligatoire

Seul l’examen théorique est obligatoire

Mise en place d’unecollaboration informelleavec l’association localedes motocycles (McRF)

Organisation d’un rendez-vous avec le Ministère desTransports à prévoir pour janvier 2008

P

Pra12

T

+

Suisse Permis F

Age minimum: 14 ans

Formation obligatoire

Examen théorique et pratique a minima

Participation à la consultationsur les modifications à l’OAC(réforme de la catégorie F)

* Opinion favorable () / Défavorable ()

** Pays à suivre en priorité

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Synthèse des réglementations américaines par état et dist ric t

État Accès auxroutespubliques

Sur routeslimitées à :

Permis deconduirerequis

Enregistrementdu véhiculerequis

Assurancesrequises

Exigences supplémentaires/particularités

Alabama Oui 35 mph Oui Oui Oui Aucune Alaska Oui 35 mph Oui Oui Oui Aucune Arizona Oui 35 mph Oui Oui Oui Vignette précisant les limitations

VBV doit être clairement visible parconducteur

Arkansas Oui 35 mph Oui Oui Oui AucuneCalifornie Oui 35 mph Oui Oui Oui Ne doit pas peser plus de 1800 lbs.

Colorado Oui 35 mph Oui Oui Oui Aucune

Connecticut Non N/A N/A N/A N/A AucuneDakota du Nord Oui 35 mph Oui Oui Oui Aucune Delaware Oui 35 mph Oui Oui Oui Ne doit pas peser + de2500 lbs. District deColombia

Oui 35 mph Oui Oui Oui Aucune

Floride Oui 35 mph Oui Oui Oui Doit rencontrer les normes fédérales 4parties 571.500 et 316.2122

Georgie Oui 35 mph Oui Oui Oui AucuneHawaii Oui 35 mph Oui Oui Oui Vignette précisant les limitations

VBV doit être clairement visible. Le VBne doit peser plus de 2500 lbs.

Idaho Non N/A N/A N/A N/A NA

Illinois Oui 35 mph Oui Oui OuiIndiana Oui 35 mph Oui Non Oui Poids autorise jusqu'à 2200 lbs Iowa Oui 35 mph Oui Oui Oui Aucune Kansas Oui 40 mph Oui Oui Oui AucuneKentucky Oui 35 mph Oui Oui Oui AucuneLouisiane Oui 35 mph Oui Oui Oui Aucune

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Maine Oui 35 mph Oui Oui Oui Autorisé seulement dans certaines îet municipalités.

Maryland Oui 30 mph Oui Oui Oui Aucune Massachusetts Oui 30 mph Oui Oui Oui AucuneMichigan Oui 35 mph Oui Oui Oui AucuneMinnesota Non NA NA NA NA NAMississippi Oui 35 mph Oui Oui Oui AucuneMissouri Oui 35 mph Oui Non Oui Aucune

Montana Oui 45 mph Oui Oui Oui Nouvelle catégorie de véhicautorisée par l’état : le « medium spevehicle » avec une vitesse de 35 mphdu renfort dans les normes de sécurité

Nebraska Oui 35 mph Non Non Oui Aucune Nevada Oui 35 mph Oui Oui Oui Ne doit pas dépasser 1800 lbs New Hampshire Oui 35 mph Oui Oui Oui Aucune New Jersey Oui 25 mph Oui Oui Oui Municipalités peuvent autoriser

circulation sur les routes de 35 mphmoins.

NouveauMexique

Oui 35 mph

Oui Oui Oui Les autorités locales peuvent limiter interdire les VBV pour des raisons sécuritéVignette précisant les limitations VBV doit être clairement visible

New York Oui 35 mph Oui Oui Oui Défini comme un véhicule à usalimité. Ne doit pas dépasser 3000 lbs

Caroline duNord


Ohio Oui 35 mph Oui Oui Oui AucuneOklahoma Oui 35 mph Oui Oui Oui AucuneOregon Oui 35 mph Oui Oui Oui Les comtés et les municipalités peuv

autoriser le VBV sur des routes locaoù la limite de vitesse est supérieure

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35 mphPennsylvanie Oui 35 mph Oui Oui Oui AucuneRhode Island Oui 25 mph Oui Oui Oui Peut circuler seulement entre 6AM

6PM sur les routes de Prudence IslaNe peut transporter plus de

personnes.Caroline duSud

Oui 35 mph Non Oui Oui Les VBV «fait maison» et les voiturettde golf modifiées ne se classent pcomme VBV

Dakota du Sud Oui 35 mph Oui Oui Oui Aucune Tennessee Oui 35 mph Oui Oui Oui Circulation sur routes primai

seulementTexas Oui 35 mph Oui Oui Oui Enseigne de « véhicule lent »

Utah Oui 35 mph Oui Oui Oui Les voiturettes de golf ne sont pas dVBV.

Vermont Oui 35 mph Oui Oui Oui Enseigne « véhicule lent » et enseiglumineuse sur le véhicule

Virginie Oui 35 mph Oui Oui Oui Les VBV doivent atteindre la norm46.2-908.2 de l’état

Washington Oui VBV 25 mphMSV 35 mph

Oui Oui Oui Une nouvelle catégorie, le MediSpeed Vehicle, identifie le VBV commun véhicule rencontrant les normfédérales 49, partie 571.500

Virginieoccidentale


Wisconsin Non NA NA NA NA NAWyoming Oui 35 mph Oui Oui Oui AucuneTotal/moyenne 47 sur 51 35 mph 45 sur 51 44 sur 51 47 sur 51 - Sources : Insurance Institute for Highway Safety, 12 juil 2004 ; www.quovis.com/regulations.htm ;www.spark-ev.com/state.html ; www.s

http://www.quovis.com/regulations.htm

http://www.spark-ev.com/state.html

http://www.state.nj.us/mvc/vehicle/lowspeed.htm

http://www.state.nj.us/mvc/vehicle/lowspeed.htm

http://www.spark-ev.com/state.html

http://www.quovis.com/regulations.htm

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60th Legislature SB0185.02

- 1 - Authorized Print Version - SB 185

SENATE BILL NO. 1851

INTRODUCED BY B. HAWKS2

3

A BILL FOR AN ACT ENTITLED: "AN ACT PROVIDING FOR THE OPERATION OF ELECTRIC VEHICLES;4

DEFINING "MEDIUM-SPEED ELECTRIC VEHICLE"; PROHIBITING OPERATION OF A MEDIUM-SPEED5

ELECTRIC VEHICLE ON CERTAIN HIGHWAYS; REQUIRING CERTAIN EQUIPMENT ON A MEDIUM-SPEED6

ELECTRIC VEHICLE; ALLOWING FOR THE OPERATION OF A VEHICLE EQUIPPED A CERTAIN WAY7

WITHOUT A MOTORCYCLE ENDORSEMENT; AMENDING SECTIONS 61-1-101 AND 61-5-102, MCA; AND8

PROVIDING AN IMMEDIATE EFFECTIVE DATE."9

10

BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF MONTANA:11

12

Section 1. Section 61-1-101, MCA, is amended to read:13

"61-1-101. Definitions. As used in this title, unless the context indicates otherwise, the following14

definitions apply:15

(1) (a) "Authorized agent" means a person who has executed a written agreement with the department16

and is specifically authorized by the department to electronically access and update the department's motor 17

vehicle titling, registration, or driver records, using an approved automated interface, for specific functions or 18

purposes upon behalf of a third party.19

(b) For purposes of this subsection (1), "person" means an individual, corporation, partnership, limited20

partnership, limited liability company, association, joint venture, state agency, local government unit, another state21

government, the United States, a political subdivision of this or another state, or any other legal or commercial22

entity.23

(2) "Authorized agent agreement" means the written agreement executed between an authorized agent24

and the department that sets the technical and operational program standards, compliance criteria, payment25

options, and service expectations by which the authorized agent must operate in performing specific motor 26

vehicle or driver-related record functions.27

(3) "Bus" means a motor vehicle designed for carrying more than 10 passengers and used for the28

transportation of persons and any other motor vehicle, other than a taxicab, designed and used for the29

transportation of persons for compensation.30

ANNEX

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(4) (a) "Camper" means a structure designed to be mounted in the cargo area of a truck or attached to1

an incomplete vehicle for the purpose of providing shelter for persons. The term includes but is not limited to a2

cab-over, half cab-over, noncab-over, telescopic, and telescopic cab-over.3

(b) The term does not include a truck canopy cover or topper.4

(5) "Certificate of title" means the paper record issued by the department or by the appropriate agency5

of another jurisdiction that establishes a verifiable record of ownership between an identified person or persons6

and the motor vehicle specifically described in the record and that provides notice of a perfected security interest7

in the motor vehicle.8

(6) "Commercial driver's license" means:9

(a) a driver's license issued under or granted by the laws of this state that authorizes a person to operate10

a class of commercial motor vehicle; and11

(b) the privilege of a person to drive a commercial motor vehicle, whether or not the person holds a valid12

commercial driver's license.13

(7) (a) "Commercial motor vehicle" means a motor vehicle or combination of motor vehicles used in14

commerce to transport passengers or property if the vehicle:15

(i) has a gross combination weight rating or a gross combination weight of 26,001 pounds or more,16

whichever is greater, inclusive of a towed unit with a gross vehicle weight rating of more than 10,000 pounds;17

(ii) has a gross vehicle weight rating or a gross vehicle weight of 26,001 pounds or more, whichever is18

greater;19

(iii) is designed to transport at least 16 passengers, including the driver;20

(iv) is a school bus; or 21

(v) is of any size and is used in the transportation of hazardous materials as defined in 61-8-801.22

(b) The following vehicles are not commercial motor vehicles:23

(i) an authorized emergency service vehicle:24

(A) equipped with audible and visual signals as required under 61-9-401 and 61-9-402; and25

(B) entitled to the exemptions granted under 61-8-107;26

(ii) a vehicle:27

(A) controlled and operated by a farmer, family member of the farmer, or person employed by the farmer;28

(B) used to transport farm products, farm machinery, or farm supplies to or from the farm within Montana29

within 150 miles of the farm or, if there is a reciprocity agreement with a state adjoining Montana, within 150 miles30

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of the farm, including any area within that perimeter that is in the adjoining state; and1

(C) not used to transport goods for compensation or for hire; or 2

(iii) a vehicle operated for military purposes by active duty military personnel, a member of the military3

reserves, a member of the national guard on active duty, including personnel on full-time national guard duty,4

personnel in part-time national guard training, and national guard military technicians, or active duty United States5

coast guard personnel.6

(c) For purposes of this subsection (7):7

(i) "farmer" means a person who operates a farm or who is directly involved in the cultivation of land or 8

crops or the raising of livestock owned by or under the direct control of that person;9

(ii) "gross combination weight rating" means the value specified by the manufacturer as the loaded weight10

of a combination or articulated vehicle;11

(iii) "gross vehicle weight rating" means the value specified by the manufacturer as the loaded weight of 12

a single vehicle; and13

(iv) "school bus" has the meaning provided in 49 CFR 383.5.14

(8) "Commission" means the state transportation commission.15

(9) "County where a vehicle is domiciled" means the county in which the vehicle owner permanently16

resides or, if a vehicle is owned by a corporation or is leased or used for commercial purposes, the county in17

which the vehicle is permanently assigned or most frequently used, dispatched, or controlled.18

(10) "Custom vehicle" means a motor vehicle other than a motorcycle that:19

(a) (i) was manufactured with a model year after 1948 and that is at least 25 years old; or 20

(ii) was built to resemble a vehicle manufactured after 1948 and at least 25 years before the current21

calendar year, including a kit vehicle intended to resemble a vehicle manufactured after 1948 and that is at least22

25 years old; and23

(b) has been altered from the manufacturer's original design or has a body constructed from nonoriginal24

materials.25

(11) (a) "Dealer" means a person, firm, association, or corporation that, for commission or profit, engages26

in whole or in part in the business of buying, selling, exchanging, accepting on consignment, or acting as a broker,27

as defined in 61-4-131, of new or used motor vehicles, trailers, semitrailers, or pole trailers that are not registered28

in the name of the person, firm, association, or corporation and that are required to be licensed under chapter 29

4 of this title.30

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(b) The term does not include the following:1

(i) receivers, trustees, administrators, executors, guardians, or other persons appointed by or acting2

under a judgment or order of any court of competent jurisdiction;3

(ii) employees of the persons included in subsection (11)(b)(i) when engaged in the specific performance4

of their duties as employees; or 5

(iii) public officers while performing or in the operation of their duties.6

(12) "Declared weight" means the total unladen weight of a vehicle plus the weight of the maximum load7

to be carried on the vehicle as stated by the registrant in the application for registration.8

(13) "Department" means the department of justice acting directly or through its duly authorized officers9

or agents.10

(14) "Dolly or converter gear" means a device consisting of one or two axles with a fifth wheel and trailer 11

tongue used to support the forward end of a semitrailer, converting a semitrailer into a trailer.12

(15) "Driver" means a person who drives or is in actual physical control of a vehicle.13

(16) "Driver's license" means a license or permit to operate a motor vehicle issued under or granted by14

the laws of this state, including:15

(a) any temporary license or instruction permit;16

(b) the privilege of any person to drive a motor vehicle, whether or not the person holds a valid license;17

(c) any nonresident's driving privilege;18

(d) a motorcycle endorsement; or 19

(e) a commercial driver's license.20

(17) "Electric personal assistive mobility device" means a device that has two nontandem wheels, is21

self-balancing, and is designed to transport only one person with an electric propulsion system that limits the22

maximum speed of the device to 12 1/2 miles an hour.23

(18) "For hire" means an action performed for remuneration of any kind, whether paid or promised, either 24

directly or indirectly, or received or obtained through leasing, brokering, or buy-and-sell arrangements from which25

a remuneration is obtained or derived for transportation service.26

(19) "Gross vehicle weight" means the weight of a vehicle without load plus the weight of any load on the27

vehicle.28

(20) "Highway" or "public highway" means the entire width between the boundary lines of every publicly29

maintained way when any part of the publicly maintained way is open to the use of the public for purposes of 30

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vehicular travel.1

(21) "Highway patrol officer" means a state officer authorized to direct or regulate traffic or to make2

arrests for violations of traffic regulations.3

(22) "Implement of husbandry" means a vehicle that is designed for agricultural purposes and exclusively4

used by the owner of the vehicle in the conduct of the owner's agricultural operations.5

(23) "Kit vehicle" is a motor vehicle assembled from a manufactured kit either as:6

(a) a complete kit, consisting of a prefabricated body and chassis, to construct a new motor vehicle; or 7

(b) a kit with a prefabricated body to be mounted to an existing motor vehicle chassis and drivetrain,8

commonly referred to as a donor vehicle.9

(24) "Light vehicle" means a motor vehicle commonly referred to as an automobile, van, sport utility10

vehicle, or truck having a manufacturer's rated capacity of 1 ton or less.11

(25) "Manufactured home" has the meaning provided in 15-1-101.12

(26) "Manufacturer" includes any person, firm, corporation, or association engaged in the manufacture13

of motor vehicles, trailers, or semitrailers as a regular business.14

(27) "Manufacturer's certificate of origin" means the original paper record produced and issued by the15

manufacturer of a vehicle or, if in a medium authorized by the department, an electronic record created and16

transmitted by the manufacturer of a vehicle to the manufacturer's agent or a licensed dealer. The record must17

establish the origin of the vehicle specifically described in the record and, upon assignment, transfers of 18

ownership of the vehicle to the person or persons named in the certificate.19

(28) ( A) "Medium-speed electric vehicle" is a motor vehicle, upon or by which a person may be20

transported, that:21

(a)(I) has a maximum speed of 35 miles an hour AS CERTIFIED BY THE MANUFACTURER;22

(b)(II) is propelled by its own power, using an electric motor or other device that transforms stored23

electrical energy into the motion of the vehicle;24

(c)(III) stores electricity in batteries, ultracapacitors, or similar devices, which are charged from the power 25

grid or from renewable electrical energy sources;26

(d)(IV) does not generate electricity on board from gasoline, diesel, or other sources that produce polluting27

emissions IS FULLY ENCLOSED AND INCLUDES AT LEAST ONE DOOR FOR ENTRY;28

(e)(V) has a wheelbase of 40 inches or greater and a wheel diameter of 10 inches or greater;29

(f)(VI) exhibits a manufacturer's compliance with 49 CFR, part 565, or displays a 17-character vehicle30

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identification number as provided in 49 CFR, part 565;1

(g)(VII) bears a sticker, affixed by the manufacturer or dealer, on the left side of the rear window that2

indicates the vehicle's maximum speed rating; and3

(h)(VIII) AS CERTIFIED BY THE MANUFACTURER, is equipped as provided in [section 3].4

(B) A MEDIUM-SPEED ELECTRIC VEHICLE MUST BE TREATED AS A LIGHT VEHICLE FOR PURPOSES OF TITLING AND5

REGISTRATION UNDER TITLE 61, CHAPTER 3.6

(28)(29) "Mobile home" or "housetrailer" has the meaning provided in 15-1-101.7

(29)(30) (a) "Motorboat" means a vessel, including a personal watercraft or pontoon, propelled by any8

machinery, motor, or engine of any description, whether or not the machinery, motor, or engine is the principal9

source of propulsion. The term includes boats temporarily equipped with detachable motors or engines.10

(b) The term does not include a vessel that has a valid marine document issued by the U.S. coast guard11

or any successor federal agency.12

(30)(31) (a) "Motor carrier" means a person or corporation or its lessees, trustees, or receivers appointed13

by a court that are operating motor vehicles upon a public highway in this state for the transportation of property14

for hire on a commercial basis.15

(b) The term does not include motor carriers regulated under Title 69, chapter 12.16

(31)(32) (a) "Motorcycle" means a motor vehicle having not more than three wheels in contact with the17

ground and a seat or saddle on which the operator sits or a platform on which the operator stands and a driving18

wheel in contact with the ground in addition to the wheels of the vehicle itself. A motorcycle may carry one or 19

more attachments and a seat for the conveyance of a passenger.20

(b) The term does not include a tractor, a bicycle as defined in 61-8-102, a motorized nonstandard21

vehicle, or a two- or three-wheeled all-terrain vehicle that is used exclusively on private property.22

(32)(33) (a) "Motor-driven cycle" means a motorcycle, including a motor scooter, with a motor that23

produces 5 horsepower or less.24

(b) The term does not include a bicycle, as defined in 61-8-102, or a motorized nonstandard vehicle.25

(33)(34) "Motor home" means a motor vehicle:26

(a) designed to provide temporary living quarters, built as an integral part of or permanently attached to27

a self-propelled motor vehicle chassis or van;28

(b) containing permanently installed independent life support systems that meet the ANSIA/A119.229

standard; and30

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(c) providing at least four of the following types of facilities:1

(i) cooking, refrigeration, or icebox;2

(ii) self-contained toilet;3

(iii) heating or air-conditioning, or both;4

(iv) potable water supply, including a faucet and sink; or 5

(v) separate 110-volt or 125-volt electrical power supply or a liquefied petroleum gas supply; or both.6

(34)(35) (a) "Motorized nonstandard vehicle" means a vehicle, upon or by which a person may be7

transported, that:8

(i) is propelled by its own power, using an internal combustion engine or an electric motor;9

(ii) has a wheelbase of less than 40 inches and a wheel diameter of less than 10 inches; and10

(iii) does not display a manufacturer's certification in accordance with 49 CFR, part 567, or have a11

17-character vehicle identification number assigned by the manufacturer in accordance with 49 CFR, part 565.12

(b) The term includes but is not limited to a motorized skateboard and a vehicle commonly known as a13

"pocket rocket".14

(c) The term does not include an electric personal assistive mobility device or a motorized wheelchair 15

or other low-powered, mechanically propelled vehicle designed specifically for use by a physically disabled16

person.17

(35)(36) (a) "Motor vehicle" means a vehicle propelled by its own power and designed or used to18

transport persons or property upon the highways of the state.19

(b) The term does not include a bicycle as defined in 61-8-102 or a motorized wheelchair or other 20

low-powered, mechanically propelled vehicle that is designed specifically for use by a physically disabled person21

and that is used as a means of mobility for that person.22

(36)(37) "New motor vehicle" means a motor vehicle, regardless of the mileage of the vehicle, the legal23

or equitable title to which has never been transferred by a manufacturer, distributor, or dealer to another person24

as the result of a retail sale.25

(37)(38) "Nonresident" means a person who is not a resident of this state.26

(38)(39) (a) "Not used for general transportation purposes" means the operation of a motor vehicle,27

registered as a collector's item, a custom vehicle, or a street rod, to or from a car club activity or event or an28

exhibit, show, cruise night, or parade, or other occasional transportation activity.29

(b) The term does not include operation of a motor vehicle for routine or ordinary household30

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maintenance, employment, education, or other similar purposes.1

(39)(40) (a) "Off-highway vehicle" means a self-propelled vehicle used for recreation or cross-country2

travel on public lands, trails, easements, lakes, rivers, or streams. The term includes but is not limited to3

motorcycles, quadricycles, dune buggies, amphibious vehicles, air cushion vehicles, and any other means of land4

transportation deriving motive power from any source other than muscle or wind.5

(b) The term does not include:6

(i) vehicles designed primarily for travel on, over, or in the water;7

(ii) snowmobiles; or 8

(iii) vehicles otherwise issued a certificate of title and registered under the laws of the state, unless the9

vehicle is used for off-road recreation on public lands.10

(40)(41) "Operator" means a person who is in actual physical control of a motor vehicle.11

(41)(42) "Owner" means a person who holds the legal title to a vehicle. If a vehicle is the subject of an12

agreement for the conditional sale of the vehicle with the right of purchase upon performance of the conditions13

stated in the agreement and with an immediate right of possession vested in the conditional vendee, or in the14

event a vehicle is subject to a lease, contract, or other legal arrangement vesting right of possession or control,15

for security or otherwise, or in the event a mortgagor of a vehicle is entitled to possession, then the owner is the16

person in whom is vested the right of possession or control.17

(42)(43) "Person" means an individual, corporation, partnership, association, firm, or other legal entity.18

(43)(44) "Personal watercraft" means a vessel that uses an outboard motor or an inboard engine19

powering a water jet pump as its primary source of propulsion and that is designed to be operated by a person20

sitting, standing, or kneeling on the vessel rather than by the conventional method of sitting or standing in the21

vessel.22

(44)(45) "Pole trailer" means a vehicle without power designed to be drawn by another vehicle and23

attached to the towing vehicle by means of a reach or pole or by being boomed or otherwise secured to the24

towing vehicle and ordinarily used for transporting long or irregularly shaped loads such as poles, pipes, or 25

structural members capable generally of sustaining themselves as beams between the supporting connections.26

(45)(46) "Police officer" means an officer authorized to direct or regulate traffic or to make arrests for 27

violations of traffic regulations.28

(46)(47) (a) "Quadricycle" means a four-wheeled motor vehicle, designed for on-road or off-road use,29

having a seat or saddle upon which the operator sits and a motor capable of producing not more than 5030

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horsepower.1

(b) The term does not include golf carts.2

(47)(48) "Railroad" means a carrier of persons or property upon cars, other than streetcars, operated3

upon stationary rails.4

(48)(49) (a) "Railroad train" or "train" means a steam engine or electric or other motor, with or without cars5

coupled to the engine, that is operated upon rails.6

(b) The term does not include streetcars.7

(49)(50) "Recreational vehicle" includes self-propelled vehicles originally designed or permanently altered8

to provide temporary facilities for recreational, travel, or camping use.9

(50)(51) "Registration" or "register" means the act or process of creating an electronic record, maintained10

by the department, of the assignment of a license plate or a set of license plates to and the issuance of a11

registration decal for a specific vehicle, the ownership of which has been established or is presumed in12

department records.13

(51)(52) "Registration decal" means an adhesive sticker produced by the department and issued by the14

department, its authorized agent, or a county treasurer to the owner of a motor vehicle, trailer, semitrailer, or pole15

trailer as proof of payment of all fees imposed for the registration period indicated on the sticker as recorded by16

the department under 61-3-101.17

(52)(53) "Registration receipt" means a paper record that is produced and issued or, if authorized by the18

department, an electronic record that is transmitted by the department, its authorized agent, or a county treasurer 19

to the owner of a vehicle that identifies a vehicle, based on information maintained in the electronic record of title20

for the vehicle, and that provides evidence of the payment of all fees required to be paid for the registration of the21

vehicle for the registration period indicated in the receipt.22

(53)(54) "Retail sale" means the sale of a new motor vehicle or used motor vehicle, a recreational vehicle,23

a trailer, a travel trailer, a motorcycle, a quadricycle, or special mobile equipment by a dealer to a person for 24

purposes other than resale.25

(54)(55) "Revocation" means that the driver's license and privilege to drive a motor vehicle on the public26

highways are terminated and may not be renewed or restored. An application for a new license may be presented27

and acted upon by the department after the expiration of the period of the revocation.28

(55)(56) "Roadway" means that portion of a highway improved, designed, or ordinarily used for vehicular 29

travel, exclusive of the berm or shoulder. In the event that a highway includes two or more separate roadways,30

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the term refers to any roadway separately but not to all roadways collectively.1

(56)(57) (a) "Sailboat" means a vessel that uses a sail and wind as its primary source of propulsion.2

(b) The term does not include a canoe or kayak propelled by wind.3

(57)(58) "Semitrailer" means a vehicle, with or without motive power, other than a pole trailer, designed4

for carrying property and for being drawn by a motor vehicle and constructed so that some part of its weight and5

that of its load rests upon or is carried by another vehicle.6

(58)(59) "Snowmobile" means a self-propelled vehicle of an overall width of 48 inches or less, excluding7

accessories, that is designed primarily for travel on snow or ice, that may be steered by skis or runners, and that8

is not otherwise registered or licensed under the laws of the state of Montana.9

(59)(60) "Special mobile equipment" means a vehicle not designed for the transportation of persons or 10

property on the highways but incidentally operated or moved over the highways, including road construction or 11

maintenance machinery, ditch-digging apparatus, and well-boring apparatus. The fact that equipment is12

permanently attached to a vehicle does not make the vehicle special mobile equipment. The enumeration in this13

subsection is partial and does not exclude other vehicles that are within the general terms of this subsection.14

(60)(61) (a) "Specially constructed vehicle" means a motor vehicle, including a motorcycle, that:15

(i) was not originally constructed under a distinctive make, model, or type by a generally recognized16

manufacturer of motor vehicles;17

(ii) has been structurally modified so that it does not have the same appearance as similar vehicles from18

a generally recognized manufacturer of motor vehicles;19

(iii) has been constructed or assembled entirely from custom-built parts and materials not obtained from20

other vehicles;21

(iv) has been constructed or assembled by using major component parts from one or more manufactured22

vehicles and that cannot be identified as a specific make or model; or 23

(v) has been constructed by the use of a kit that cannot be visually identified as a specific make or model.24

(b) The term does not include a motor vehicle that has been repaired or restored to its original design25

by replacing parts.26

(61)(62) (a) "Sport utility vehicle" means a light vehicle designed to transport 10 or fewer persons that27

is constructed on a truck chassis or that has special features for occasional off-road use.28

(b) The term does not include trucks having a manufacturer's rated capacity of 1 ton or less.29

(62)(63) (a) "Stop", when required, means complete cessation from movement.30

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(b) "Stop", "stopping", or "standing", when prohibited, means any stopping or standing of a vehicle,1

whether occupied or not, except when necessary to avoid conflict with other traffic or in compliance with the2

directions of a police officer, highway patrol officer, or traffic control sign or signal.3

(63)(64) "Street" means the entire width between the boundary lines of every publicly maintained way4

when any part of the publicly maintained way is open to the use of the public for purposes of vehicular travel.5

(64)(65) "Street rod" means a motor vehicle, other than a motorcycle, that:6

(a) was manufactured prior to 1949 or was built to resemble a vehicle manufactured before 1949,7

including a kit vehicle intended to resemble a vehicle manufactured before 1949; and8

(b) has been altered from the manufacturer's original design or has a body constructed from nonoriginal9

materials.10

(65)(66) "Suspension" means that the driver's license and privilege to drive a motor vehicle on the public11

highways are temporarily withdrawn, but only during the period of suspension.12

(66)(67) "Temporary registration permit" means a paper record:13

(a) issued by the department, an authorized agent, a county treasurer, or a person, using a14

department-approved electronic interface after an electronic record has been transmitted to the department, that15

contains:16

(i) required vehicle and owner information; and17

(ii) the purpose for which the record was generated; and18

(b) that, when placed in a durable license-plate style plastic pouch approved by the department and19

displayed as prescribed in 61-3-224, authorizes a person to operate the described motor vehicle, motorboat,20

sailboat that is 12 feet in length or longer, snowmobile, or off-highway vehicle for 40 days from the date the record21

is issued or until the vehicle is registered under Title 23 or this title, whichever first occurs.22

(67)(68) "Traffic" means pedestrians, ridden or herded animals, vehicles, streetcars, and other 23

conveyances either singly or together while using any highways for purposes of travel.24

(68)(69) (a) "Trailer" means a vehicle, with or without motive power, other than a pole trailer, designed25

for carrying property and for being drawn by a motor vehicle and constructed so that no part of its weight rests26

upon the towing vehicle.27

(b) The term does not include a mobile home or a manufactured home, as defined in 15-1-101.28

(69)(70) "Transaction summary receipt" means an electronic record produced and issued by the29

department, its authorized agent, or a county treasurer for which a paper receipt is issued. The record may be30

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created by the department and transmitted to the owner of a vehicle, a secured party, or a lienholder. The record1

must contain a unique transaction record number and summarize and verify the electronic filing of the transaction2

described in the receipt on the electronic record of title maintained under 61-3-101.3

(70)(71) "Travel trailer" means a vehicle:4

(a) that is 40 feet or less in length;5

(b) that is of a size or weight that does not require special permits when towed by a motor vehicle;6

(c) with gross trailer area of less than 320 square feet; and7

(d) that is designed to provide temporary facilities for recreational, travel, or camping use and not used8

as a principal residence.9

(71)(72) "Truck" or "motortruck" means a motor vehicle designed, used, or maintained primarily for the10

transportation of property.11

(72)(73) "Truck tractor" means a motor vehicle designed and used primarily for drawing other vehicles12

and not constructed to carry a load other than a part of the weight of the vehicle and load drawn.13

(73)(74) "Under the influence" has the meaning provided in 61-8-401.14

(74)(75) "Used motor vehicle" includes any motor vehicle that has been sold, bargained, exchanged,15

given away, or had its title transferred from the person who first took title to it from the manufacturer, importer,16

dealer, wholesaler, or agent of the manufacturer or importer and that has been used so as to have become what17

is commonly known as "secondhand" within the ordinary meaning of that term.18

(75)(76) "Van" means a motor vehicle designed for the transportation of at least six persons and not more19

than nine persons and intended for but not limited to family or personal transportation without compensation.20

(76)(77) (a) "Vehicle" means a device in, upon, or by which any person or property may be transported21

or drawn upon a public highway, except devices moved by animal power or used exclusively upon stationary rails22

or tracks.23

(b) The term does not include a manually or mechanically propelled wheelchair or other low-powered,24

mechanically propelled vehicle that is designed specifically for use by a physically disabled person and that is25

used as a means of mobility for that person.26

(77)(78) "Vehicle identification number" means the number, letters, or combination of numbers and letters27

assigned by the manufacturer, by the department, or in accordance with the laws of another state or country for 28

the purpose of identifying the motor vehicle or a component part of the motor vehicle.29

(78)(79) "Vessel" means every description of watercraft, unless otherwise defined by the department,30

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other than a seaplane on the water, used or capable of being used as a means of transportation on water.1

(79)(80) "Wholesaler" means a person, firm, partnership, association, or corporation that for a2

commission or with intent to make a profit or gain of money or other thing of value sells, exchanges, or attempts3

to negotiate a sale or exchange of an interest in a used motor vehicle, recreational vehicle, trailer, semitrailer,4

pole trailer, special mobile equipment, motorcycle, or quadricycle only to vehicle dealers and auto auctions5

licensed under chapter 4, part 1."6

7

NEW SECTION. Section 2. Medium-speed electric vehicle -- operating requirements. (1) A8

medium-speed electric vehicle may only be operated on a highway for which the posted speed limit does not9

exceed 45 miles an hour.10

(2) Except as provided in subsection (1), the provisions of this chapter apply to the operator of a11

medium-speed electric vehicle.12

13

NEW SECTION. Section 3. Medium-speed electric vehicles -- required equipment. A medium-speed14

electric vehicle, as defined in 61-1-101, must be equipped with:15

(1) headlamps, front and rear turn signal lamps, taillamps, and stop lamps;16

(2) three red reflectors, two of which must be placed on each side as far to the rear of the vehicle as17

practicable, and one of which must be placed on the rear of the vehicle;18

(3) an exterior mirror mounted on the driver's side of the vehicle and either an exterior mirror mounted19

on the passenger's side of the vehicle or an interior mirror;20

(4) a parking brake;21

(5) a windshield that conforms to the federal motor vehicle safety standard provided in 49 CFR 571.205;22

(6) a seatbelt assembly that conforms to the federal motor vehicle safety standard provided in 49 CFR23

571.209; and24

(7) a roll bar, roll cage, or crush-proof body design.25

26

Section 4. Section 61-5-102, MCA, is amended to read:27

"61-5-102. Drivers to be licensed. (1) Except as provided in 61-5-104, a person may not drive a motor 28

vehicle upon a highway in this state unless the person has a valid Montana driver's license. A person may not29

receive a Montana driver's license until the person surrenders to the department all valid driver's licenses issued30

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by any other jurisdiction. A person may not have in the person's possession or under the person's control more1

than one valid Montana driver's license at any time.2

(2) (a) (i) A Except as provided in subsection (2)(a)(ii), a license is not valid for the operation of a3

motorcycle unless the holder of the license has completed the requirements of 61-5-110 and the license has been4

clearly marked with the words "motorcycle endorsement".5

(ii) A motorcycle endorsement is not required for the operation of a motorcycle that IS PROPELLED BY AN6

ELECTRIC MOTOR OR OTHER DEVICE THAT TRANSFORMS STORED ELECTRICAL ENERGY INTO THE MOTION OF THE VEHICLE,7

has a fully enclosed cab, is equipped with three wheels in contact with the ground, and is equipped with a seat8

and seatbelts.9

(b) A license is not valid for the operation of a commercial motor vehicle unless the holder of the license10

has completed the requirements of 61-5-110, the license has been clearly marked with the words "commercial11

driver's license", and the license bears the proper endorsement for:12

(i) the specific vehicle type or types being operated; or 13

(ii) the passengers or type or types of cargo being transported.14

(3) When a city or town requires a licensed driver to obtain a local driving license or permit, a license or 15

permit may not be issued unless the applicant presents a state driver's license valid under the provisions of this16

chapter."17

18

NEW SECTION. Section 5. Codification instruction. (1) [Section 2] is intended to be codified as an19

integral part of Title 61, chapter 8, part 3, and the provisions of Title 61, chapter 8, part 3, apply to [section 2].20

(2) [Section 3] is intended to be codified as in integral part of Title 61, chapter 9, part 4, and the provisions21

of Title 61, chapter 9, part 4, apply to [section 3].22

23

NEW SECTION. Section 6. Effective date. [This act] is effective on passage and approval.24

- END -25

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Annexe 12

Liste des personnes ressources interrogées dans le cadre de l’étude

Californ ia Air Resource BoardMark Williams, [email protected]

Air Pollution Specialist in the Zero Emission Vehicle, Implementation Section of the SustainableTransportation Technologies Branch of the Mobile Source Control Division of the California AirResources Board. Lead staff on 2008 amendments to the ZEV regulation.

California Highway Patrol Community Outreach and Marketing Unit, [email protected] First AvenueSacramento, CA 95818(916) 657-7237

Ville de Lincoln, CalifornieJohn Pedri, [email protected] des travaux publicsNEV Transportation PlanPublic Works Director,Fifth Street

Lincoln, CA 95648645-8576.640(916) 645-8903 (fax)

National Highway Traffic Safety Administration (US)Stu Geigel, [email protected] Compliance Engineer, Office of Vehicle Safety Compliance Enforcement

Insurance Institute for Highway Safety (US)

Russ Rader,[email protected]

Al lianz Zentr um für Technik (AZT) Al lemagneHeike Stretz, [email protected]ünchener Strasse, 8985737, IsmaningTel : 49 89 3800-6285

1

mailto:[email protected]













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Fax : 49 89 3800-6336Cell : 49 1 604 795 067

Arizona Department of Transportat ion

Helen Schemp, [email protected] Polnau, [email protected]

Washington, Washington State department of TransportationMia Waters,[email protected]

Air Quality, Acoustics and Energy Porgrams Manager206-440-4541

Floride, Center for Urban Transportatio n Research

Stephen Reich,[email protected] University of South Florida

813-974-3120

Montana, State Highway Traff ic Safety BureauJack Williams, [email protected] Research AnalystState Highway Traffic Safety Bureau406.444.3298

Utah Division of Air Quality

Glade M. Sowards,[email protected] Program Coordinator150 North 1950 WestPO Box 144820Salt Lake City, Utah 84114-4820Voice: (801) 536-4020Fax: (801) 536-0085

New York, State of New York Department of Motor VehiclesMark Engel, Vehicle Safety Technical Analyst 1

Technical Services Bureau518-402-2354

Royaume-Uni, Transport Technology and Standards 3Department for TransportZone 2/04Great Minister House

2















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76 Marsham StreetLondonSW1P 4DRTel : 020 7944 [email protected]

Insurance Corporation of Brit ish ColumbiaChristine [email protected] 800-663-3051

Vancouver Electric Vehicle AssociationDon Chandler, PresidentP.O Box 3456, 349 W. Georgia St.,

Vancouver British Columbia,Canada, V6B [email protected]

Association des fabricants europeens de quadricycles (AFQUAD) Antoine Fouchard, President…

Union technique de l’automobile, du motocycle et du cycle (UTAC)Jean-Loup Morduel, reglementation - essais - homologationTel : 33 0 1 69 80 17 [email protected]

Idaho National LaboratoryTom HarrisonTel : 208 526-1710P.O. Box 1625Idaho Falls, ID 83415

Australie, Bureau of Transport EconomicsJack [email protected]

Belgique – (evstart .be)215 Lange LozanastraatB2018 AntwerpTel : 03 216 11 [email protected]

3












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Ville de La RochelleLiselec

Anne Chané, Responsable d'[email protected]

Union des municipalités du QuébecFrançois Sormany, Directeur des communications et du [email protected], rue Sherbrooke OuestBureau 680Montréal (Québec) H3A 2M7Tél.: (514) 282-7700 poste 265Téléc.: (514) 282-8893Cell.: (514) 910-7272

Union des municipalités du QuébecDiane Fortin, urbaniste, Conseillère aux [email protected], rue Sherbrooke Ouest, bureau 680Montréal Qc H3A 2M7Téléphone: (514) 282-7700 poste 222Télécopieur (514) 282-8893

Mobilité électrique Canada

Al CormierTel: 416 970 [email protected]

Nebraska Energy Off iceJerry [email protected]

Texas Renewable Energy Program

Soll SussmanPO Box 12873

Austin, TX 78711-2873Tel. 512/[email protected]

4

















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Rode Island Office of Ai r Resources, RIDEMFrank B Stevenson, P.E., Supervising Air Quality [email protected](401)-222-2808 ext 7021

(401)-222-2017 (fax)

Colorado Dept. of TransportationTeresa Carrillo, CVO Manager4201 E. Arkansas Ave., Suite 290Denver, CO 80222303 757-9716 303 757-9719 (fax)[email protected]

Illinois Division of Mobile Source ProgramsDarwin Burkhart, Manager, Clean Air ProgramsTel: (217) 557-1441Fax: (217) [email protected]

Federal Transit Adminis tration. Region I Andrew Motter55 BroadwayCambidge, MA 02142

617-494-3560617-494-2865 (fax)[email protected]

Assn. of Central Oklahoma GovernmentsYvonne Anderson, Clean Cities Program [email protected]

Virginia DEQ Mobile Source Programs

Rich Olin, MSPHPO Box 1105Richmond VA 23218Tel: 804-698-4425Fax: [email protected]

5















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Michigan Air Quality DivisionRobert RuschStrategy Development [email protected] 517-373-7041

Idaho Transportation DepartmentSteve Spoor, Highway Equipment Superintendent(208) 334-8413Cell: (208) [email protected]

Fabricants et détaillants

Green Mobi l - Reva (Belgique)

Joeri de Ridder, Directeur+32/[email protected]

NICE Car Company Ltd (Angleterre)Julian Wilford, [email protected] Ladbroke GroveLondonW10 5AH0845 642 3227

Solar Shop Austr alia Pty Ltd Adrian Ferraretto, [email protected] Australia 155 Payneham Road ST PETERS SA 5069 Tel: (08) 8362 9992 (ext.108)Fax : (08) 8362 8866

21 Wheels, LLC (Colorado)Graham Hill, [email protected]

Free Drive EV, Inc. (US)Steve Titus, [email protected] President407 South Black Ave

6















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Bozeman, MT 59715406-599-0141

Miles Electric Vehicles (US)

Jeff Boyd, [email protected] Executive OfficerMiles Automotive Group, LtdT 310.390.4890 Ext.309C 678.993.9661F 310.397.8985

ChinaDepot (US)Walt Barrett, [email protected]

401 725 8141

GoingGreen (Angleterre) Amy Jones, [email protected] : +44 20 8574 3232

e-ride Industr ies (US)John Herou, [email protected] Chief Operating Officer3171 92nd Ave.

Princeton, MN 55371Phone: 763.389.9139Cell: 763.245.9063Fax: 763.389.2417

Dynasty Electr ic Car Corp . (Canada)Danny Epp, [email protected] Manager591 Chester RdDelta, BC V3M 6G7Tel 604-526-6060

Fax 604-526-1746Toll Free 1-866-818-1688

Reva Electri c Car Company Pvt Ltd (Inde)Vinodh. G, [email protected] E, Bommasandra Industrial Area, Bengalore – 560 099Tel : 91 80 27831993Fax : 91 80 27834436

7











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Eco Electri c (US)Richard Marks, [email protected]

Nev Nemo (Canada)Jacques Rancourt, [email protected]

Club Car Marketing Pty L tdMark Ray, National AVS ManagerPhone: +61 7 5500 5800Fax: +61 7 5500 5811Mobile: 0413 [email protected]







