97-1292. Federal Motor Vehicle Safety Standards; Occupant Restraint Systems  

  • [Federal Register Volume 62, Number 13 (Tuesday, January 21, 1997)]
    [Proposed Rules]
    [Pages 2996-2999]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 97-1292]
    
    
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    DEPARTMENT OF TRANSPORTATION
    
    National Highway Traffic Safety Administration
    
    49 CFR Part 571
    
    [Docket No. 74-14, Notice 112]
    
    
    Federal Motor Vehicle Safety Standards; Occupant Restraint 
    Systems
    
    AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
    
    ACTION: Notice of technical workshop; request for comments.
    
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    SUMMARY: This document announces that NHTSA will be holding a public 
    workshop to explore technical issues relating to the agency's occupant 
    protection standard and smart air bags. The purposes of the workshop 
    are to--
         Review the types of smart air bags (e.g., automatic 
    deactivation based on weight sensors, automatic deactivation based on 
    other or additional types of sensors, and automatic modulation of the 
    speed and force of air bag deployment so as not to seriously injure 
    occupants) and the specific technologies which can be used, singly or 
    in combination, to provide smart capability;
         Assess the suitability of the agency's definitions of 
    smart passenger air bags (provided in the agency's November 27, 1996 
    labeling final rule), and discuss appropriate definitions for smart 
    driver air bags;
         Assess which types of specific smart air bag technologies 
    or combinations of technologies are best suited for addressing 
    passenger risks
    
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    and which are best suited for addressing driver risks;
         Consider what test procedures and test devices should be 
    proposed by the agency to assure the proper performance of each type of 
    smart air bag in the short run, and what procedures and devices would 
    be appropriate for the long term;
         Consider whether, in the interest of promoting the early 
    availability of reliable smart air bags, manufacturers should be 
    encouraged or required to install relatively simple versions of smart 
    air bags in the short term;
         Consider whether, in the interest of minimizing the risk 
    of air bag deaths and preserving or enhancing air bag benefits, 
    manufacturers should be encouraged or required to install more 
    sophisticated smart air bags in the long run;
         Consider whether to use a phase-in and, if so, what phase-
    in schedule(s) should be proposed for smart passenger and driver air 
    bags; and
         Discuss other issues related to the rapid introduction of 
    smart air bag systems.
    
    DATES: Public workshop: The public workshop will be held in Washington 
    DC on February 11 and 12, 1997, from 9:00 a.m. to 5:00 p.m.
        Those wishing to participate in the workshop should contact Clarke 
    Harper, at the address or telephone number listed below, by January 31, 
    1997. Copies of statements to be presented on the first day of the 
    workshop should be provided to Mr. Harper by February 7, 1997.
        Written comments: Written comments may be submitted to the agency 
    and must be received by February 21, 1997.
    
    ADDRESSES: Public workshop: The public workshop will be held in room 
    2230 of the Nassif Building, 400 Seventh St. SW., Washington DC 20590.
        Written comments: All written comments must refer to the docket and 
    notice number of this notice and be submitted (preferable 10 copies) to 
    the Docket Section, National Highway Traffic Safety Administration 
    (NHTSA), Room 5109, 400 Seventh St., SW., Washington, DC 20590. Docket 
    hours are from 9:30 a.m. to 4:00 p.m. Monday through Friday.
    
    FOR FURTHER INFORMATION CONTACT: Clarke Harper, Office of 
    Crashworthiness Standards, National Highway Traffic Safety 
    Administration, 400 Seventh St., SW., Washington, DC, 20590 
    (telephone 202-366-2264; fax 202-493-2739).
    
    SUPPLEMENTARY INFORMATION:
    
    I. Background
    
        The history of NHTSA's consideration of air bags to address the 
    problem of deaths in frontal vehicle impacts is almost as long as the 
    history of the agency itself. In 1969, three years after the enactment 
    of the National Traffic and Motor Vehicle Safety Act of 1966, the 
    agency held its first public meeting on air bags.
        The agency's first requirement for automatic restraints (i.e., 
    automatic belts or air bags) was issued in the early 1970's, but was 
    overturned on judicial review due to several ambiguities in the test 
    procedures. A requirement for automatic restraints was reissued by 
    Secretary Adams in 1977 and rescinded by the agency in the early 1980's 
    because it concluded that the vehicle manufacturers were planning to 
    install a type of automatic belt that the agency regarded as unlikely 
    to be effective in increasing belt use. After the U.S. Supreme Court 
    overturned the rescission, Secretary Dole reissued a requirement for 
    automatic restraints in 1984. The 1984 rule encouraged, but did not 
    require, the installation of air bags. Manufacturers continued under 
    the rule to have the option of installing automatic belts.
        Since then, there has been considerable experience with air 
    bags.1 Manufacturers responded to the agency's third automatic 
    restraint requirement by voluntarily choosing to install significant 
    numbers of driver air bags instead of automatic belts in cars beginning 
    in model year 1986 and in light trucks beginning in model year 1991. 
    Installation of passenger air bags came somewhat later. Manufacturers 
    began voluntarily installing significant numbers of passenger air bags 
    in cars in model year 1989 and in light trucks in model year 1994. As 
    of the end of model year 1996, approximately 56 million driver air bags 
    and 27 million passenger air bags had been installed in cars and light 
    trucks. All were voluntarily installed. The first federally-required 
    air bags appeared after model year 1996. Mandatory installation of air 
    bags in passenger cars began with the current model year, model year 
    1997, pursuant to section 2508 of the Intermodal Surface Transportation 
    Efficiency Act of 1991 (ISTEA), and will begin for light trucks in 
    model year 1998.
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        \1\ The first installation of air bags occurred a decade 
    earlier. In the mid-1970's, driver and passenger air bags were 
    installed in approximately 10,000 passenger cars by General Motors.
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        While these air bags saved approximately 1,700 lives through the 
    end of 1996 and prevented many more serious injuries, they pose a 
    lethal danger to infants in rear-facing child seats and to some other 
    occupants, primarily unbelted ones, in low speed collisions. Air bags 
    are killing a growing number of children. They have also killed a 
    number of drivers, especially short women, although only one driver is 
    known to have been killed by an air bag in this country in calendar 
    year 1996.2
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        \2\ The agency's figures for driver fatalities are based on 
    information that NHTSA has developed through NHTSA's Special Crash 
    Investigation program and are not the result of a census. Studies of 
    Fatal Accident Reporting System data are underway to obtain more 
    precise figures.
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        The agency has conducted a series of rulemaking proceedings over 
    the last four years to address the risks posed by air bags. Most 
    recently, the agency issued two final rules on this issue. One required 
    new, attention-getting warning labels for child restraints and for 
    vehicles without a ``smart'' passenger air bag, i.e., an air bag that 
    automatically shuts off or adjusts its deployment so as not to 
    adversely affect children. The other final rule extended the period 
    during which manufacturers may install manual devices for deactivating 
    passenger air bags in vehicles lacking a rear seat that can accommodate 
    child restraints.
        The agency also issued two proposals to provide interim solutions 
    to the adverse side effects of air bags. One proposal would permit the 
    deactivation of driver and passenger air bags in existing vehicles and 
    in vehicles manufactured during the next several model years. The other 
    proposal sets forth two alternatives to permit the depowering of air 
    bags.
        The first alternative depowering proposal would increase the 
    current limit on the level of chest g's permitted in tests using an 
    unbelted dummy. While Standard 208 does not specify a particular level 
    of power, it does have the effect of limiting the extent to which air 
    bags can be depowered. Many air bags cannot be sufficiently depowered 
    without violating the existing limit or cutting into the compliance 
    margins needed by the manufacturers. The second alternative would allow 
    greater levels of depowering, by simplifying the test procedures and 
    specifying a single crash pulse regardless of vehicle size. It would 
    also allow all air bags in need of
    
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    depowering to be modified and tested more quickly.
    
    II. Smart Air Bags
    
        There is a consensus among national regulatory authorities in this 
    country and Canada, the vehicle industry and its suppliers, insurance 
    industry and consumer groups that the smart air bag is the best means 
    in the long term for preventing air bag deaths and preserving and even 
    enhancing air bag benefits. In a November 22, 1996 press conference, 
    NHTSA announced that it was considering issuing a proposal to mandate 
    the phasing-in of smart air bags, beginning with 1999 models.
        The agency defined smart passenger air bags as follows in its final 
    rule on the new labels (S4.5.5 of Standard No. 208):
        For purposes of this standard, a smart passenger air bag is a 
    passenger air bag that:
        (a) Provides an automatic means to ensure that the air bag does not 
    deploy when a child seat or child with a total mass of 30 kg or less is 
    present on the front outboard passenger seat, or
        (b) Incorporates sensors, other than or in addition to weight 
    sensors, which automatically prevent the air bag from deploying in 
    situations in which it might have an adverse effect on infants in rear-
    facing child seats, and unbelted or improperly belted children, or
        (c) Is designed to deploy in a manner that does not create a risk 
    of serious injury to infants in rear-facing child seats, and unbelted 
    or improperly belted children.
        This definition was intended to broadly encompass passenger air bag 
    designs that automatically avoid injuring the two groups of children 
    shown by experience to be at special risk from air bags: infants in 
    rear-facing child seats, and children who are out-of-position (because 
    they are unbelted or improperly belted) when the air bag deploys. The 
    agency has not provided a definition for driver smart air bags.
        Vehicle manufacturers and air bag suppliers are working on many 
    different design concepts that could, individually or when used with 
    other concepts, qualify as smart air bags. The simplest concept, for 
    passenger air bags, appears to be a weight sensor that would deactivate 
    the air bag when either no passenger or only a child of less than 30 
    kilograms or 66 pounds is present. Other concepts include automatic 
    deactivation based on other or additional types of sensors, such as 
    ones which sense occupant position, and automatic modulation of the 
    speed and force of air bag deployment (e.g., using dual or multiple 
    level inflators) so as not to seriously injure occupants.
        Vehicle manufacturers have broad flexibility to introduce smart air 
    bags under the existing provisions of Standard No. 208. Smart air bags 
    were permissible under the 1984 requirements and continue to be 
    permissible today, even under the standard as amended pursuant to 
    ISTEA.3
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        \3\ The Standard's automatic protection requirements are 
    performance requirements and do not specify the design of an air 
    bag. Instead, vehicles must meet specified injury criteria, 
    including criteria for the head and chest, measured on properly 
    positioned test dummies, during a barrier crash test, at speeds up 
    to 30 mph.
        While the Standard requires air bags to provide protection for 
    properly positioned adult occupants (belted and unbelted) in 
    relatively severe crashes, and very fast air bags may be necessary 
    to provide such protection, the standard does not require the same 
    speed of deployment in the presence of out-of-position occupants, or 
    even any deployment at all. Instead, the standard permits the use of 
    dual or multiple level inflator systems and automatic cut-off 
    devices to protect out-of-position occupants and rear-facing 
    infants. Therefore, regulatory changes are not needed to permit 
    manufacturers to implement these solutions.
        The agency also notes that there are many other variables in air 
    bag design and related vehicle design that can affect potential 
    aggressivity. Variables related to air bag design include air bag 
    volume, fold patterns, tethering, venting, mass/material, shape and 
    size of air bag module opening, and module location and deployment 
    path. Related vehicle design variables include such things as 
    recessing the inflator/air bag in the steering wheel assembly or in 
    the dash, pedal adjusters, safety belt pretensioners and webbing 
    clamps. The standard's performance requirements permit manufacturers 
    to adjust all of these variables to minimize adverse effects of air 
    bags.
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    III. Air Bag Safety Meeting
    
        On January 6, 1997, the NHTSA and the National Transportation 
    Safety Board co-sponsored an Air Bag Safety Meeting of interested 
    persons from government, industry and consumer groups. The participants 
    focused on behavioral solutions, including public education, 
    legislation regarding safety use laws, and enforcement, and on 
    technological solutions, especially smart air bags.
    
    IV. Public Workshop
    
    A. Purposes
    
        The purposes of the workshop are to--
         Review the types of smart air bags (e.g., automatic 
    deactivation based on weight sensors, automatic deactivation based on 
    other or additional types of sensors, and automatic modulation of the 
    speed and force of air bag deployment so as not to seriously injure 
    occupants) and the specific technologies which can be used, singly or 
    in combination, to provide smart capability;
         Assess the suitability of the agency's definitions of 
    smart passenger air bags (provided in the agency's November 27, 1996 
    labeling final rule), and discuss appropriate definitions for smart 
    driver air bags;
         Assess which types of specific smart air bag technologies 
    or combinations of technologies are best suited for addressing 
    passenger risks and which are best suited for addressing driver risks;
         Consider what test procedures and test devices should be 
    proposed by the agency to assure the proper performance of each type of 
    smart air bag in the short run, and what procedures and devices would 
    be appropriate for the long term;
         Consider whether, in the interest of promoting the early 
    availability of reliable smart air bags, manufacturers should be 
    encouraged or required to install relatively simple versions of smart 
    air bags in the short term;
         Consider whether, in the interest of minimizing the risk 
    of air bag deaths and preserving or enhancing air bag benefits, 
    manufacturers should be encouraged or required to install more 
    sophisticated smart air bags in the long run;
         Consider whether to use a phase-in and, if so, what phase-
    in schedule(s) should be proposed for smart passenger and driver air 
    bags; and
         Discuss other issues related to the rapid introduction of 
    smart air bag systems.
        NHTSA is especially interested in specific technical input 
    concerning how a regulation, including appropriate test procedures, can 
    be crafted that would ensure that the adverse effects of air bags are 
    addressed by the expeditious implementation of effective, reliable 
    smart air bags, without being unnecessarily design restrictive. The 
    agency notes that there is limited time to develop new test procedures, 
    since the agency expects manufacturers to begin to phase in smart air 
    bags by model year 1999. Therefore, the agency solicits comments on 
    those requirements and test procedures that would be appropriate for 
    the short term (i.e., through model year 2002) and those that would be 
    appropriate in the long term.
        At the January 6, 1997 air bag safety meeting, the American 
    Automobile Manufacturers Association recommended that the agency 
    consider the following three principles in developing a proposal for 
    smart air bags: (1) Optimize protection for restrained occupants, (2) 
    Do no harm to children and small-statured adults, and (3) Highest 
    feasible protection for unrestrained adults. The agency requests 
    comments on this recommendation and on possible test
    
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    procedures that could result in air bag designs consistent with these 
    principles.
        The agency notes that there are particular challenges in developing 
    test procedures to ensure the proper functioning of smart air bag 
    concepts other than weight sensors. In the case of weight sensors, it 
    appears that a relatively simple, inexpensive static test procedure 
    could be developed. The procedure would check whether the sensor 
    ensured that the air bag was on or off under specified conditions 
    related to the amount of weight on the seat, and perhaps the 
    distribution of that weight.
        However, dynamic procedures might be needed to assess the 
    performance of other smart air bag concepts. For example, in order to 
    measure the performance of a system which deactivated the air bag based 
    on occupant position, it might be necessary to check whether the sensor 
    would reliably turn the air bag off in such situations as that of a 
    child who is propelled into the dashboard as a result of pre-crash 
    braking just before a crash. In order to measure the performance of a 
    system which used automatic modulation of the speed and force of air 
    bag deployment, it might be necessary to check whether the forces from 
    the air bag would cause injury to occupants in various conditions, 
    possibly using dummies. NHTSA notes that, given the large number of 
    potential conditions involving out-of-position occupants, a wide array 
    of conditions might need to be tested to ensure adequate performance.
        The agency requests comments on whether and how adequate 
    performance can or should be ensured solely by means of dynamic test 
    requirements, and, if not, what other regulatory approaches might be 
    appropriate. NHTSA notes that, in its rulemaking to improve the 
    stability and control of medium and heavy vehicles during braking, it 
    adopted the approach of requiring vehicles to be equipped with antilock 
    brake systems that meet a specific definition, and supplementing that 
    requirement with limited dynamic performance requirements. See 60 FR 
    13216; March 10, 1995. The agency requests comments on whether an 
    approach along those lines might be appropriate for a proposal for 
    smart air bags, either as an interim measure to get requirements in 
    place quickly or as a longer term approach as well.
        NHTSA requests that vehicle manufacturers and air bag suppliers 
    provide written comments describing their recent and anticipated 
    efforts to develop and assess smart air bag technologies. The agency 
    specifically requests that they provide descriptions of their recent 
    and anticipated component and vehicle testing, market surveys, and any 
    other developmental work. NHTSA recognizes the sensitivity of this 
    information and will protect confidentiality as authorized by law.
    
    B. Procedural Matters
    
    February 11
        The first day will be devoted to presentations by public 
    participants concerning technical issues. The time available for 
    individual presentations will be determined by the agency based on the 
    number of persons who submit requests to participate by the January 31 
    deadline. If necessary, parties with similar points of view will be 
    encouraged to coordinate their presentations to avoid duplication.
    February 12
        The second day will be devoted to an interactive discussion among 
    interested persons. Procedures for encouraging an exchange of ideas 
    during the interactive phase of the workshop will be discussed at the 
    beginning of the session on that day. Those persons interested in 
    actively participating in this phase of the workshop should contact Mr. 
    Harper not later than January 31. The agency will make available an 
    agenda setting forth the sequence of issues to be discussed during the 
    interactive phase.
        To facilitate communication, NHTSA will provide auxiliary aids 
    (e.g., sign-language interpreter, braille materials, large print 
    materials and/or a magnifying device) to participants as necessary, 
    during the workshop. Any person desiring assistance of auxiliary aids 
    should contact Ms. Bernadette Millings, NHTSA Office of Crashworthiness 
    Standards, telephone (202) 366-1740, no later than 10 days before the 
    workshop. For any presentation that will include slides, motion 
    pictures, or other visual aids, the presenters should bring at least 
    one copy to the workshop so that NHTSA can readily include the material 
    in the public record.
        NHTSA will place a copy of any written statement in the docket for 
    this notice. In addition, the agency will make a verbatim record of the 
    public workshop and place a copy in the docket.
    
    IV. Written Comments
    
        Participation in the workshop is not a prerequisite for the 
    submission of written comments. NHTSA invites written comments from all 
    interested parties. It is requested but not required that 10 copies be 
    submitted.
        If a commenter wishes to submit certain information under a claim 
    of confidentiality, three copies of the complete submission, including 
    purportedly confidential business information, should be submitted to 
    the Chief Counsel, NHTSA, at the street address given above, and copies 
    from which the purportedly confidential information has been deleted 
    should be submitted to the Docket Section. A request for 
    confidentiality should be accompanied by a cover letter setting forth 
    the information specified in the agency's confidential business 
    information regulation. 49 CFR Part 512.
        All comments received before the close of business on the comment 
    closing date indicated above will be considered. To the extent 
    possible, comments filed after the closing date will also be 
    considered. Comments will be available for inspection in the docket.
        NHTSA will continue to file relevant information as it becomes 
    available in the docket after the closing date. It is therefore 
    recommended that interested persons continue to examine the docket for 
    new material.
        Those desiring to be notified upon receipt of their comments in the 
    docket should enclose a self-addressed, stamped postcard in the 
    envelope with their comments. Upon receiving the comments, the docket 
    supervisor will return the postcard by mail.
    
    List of Subjects in 49 CFR Part 571
    
        Imports, Motor vehicle safety, Motor vehicles.
    
        Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166; 
    delegation of authority at 49 CFR 1.50.
    
        Issued on: January 14, 1997.
    L. Robert Shelton,
    Associate Administrator for Safety Performance Standards.
    [FR Doc. 97-1292 Filed 1-14-97; 4:28 pm]
    BILLING CODE 4910-59-P
    
    
    

Document Information

Published:
01/21/1997
Department:
National Highway Traffic Safety Administration
Entry Type:
Proposed Rule
Action:
Notice of technical workshop; request for comments.
Document Number:
97-1292
Dates:
Public workshop: The public workshop will be held in Washington DC on February 11 and 12, 1997, from 9:00 a.m. to 5:00 p.m.
Pages:
2996-2999 (4 pages)
Docket Numbers:
Docket No. 74-14, Notice 112
PDF File:
97-1292.pdf
CFR: (1)
49 CFR 571