[Federal Register Volume 62, Number 67 (Tuesday, April 8, 1997)]
[Rules and Regulations]
[Pages 16718-16736]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-8826]
[[Page 16718]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Parts 571 and 589
[Docket No. 92-28; Notice 7]
RIN No. 2127-AB85
Federal Motor Vehicle Safety Standards; Head Impact Protection
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Final rule; Response to petitions for reconsideration.
-----------------------------------------------------------------------
SUMMARY: On August 18, 1995, NHTSA published a final rule amending
Standard No. 201, ``Occupant Protection in Interior Impact,'' to
require passenger cars and trucks, buses, and multipurpose passenger
vehicles with a gross vehicle weight rating (GVWR) of 10,000 pounds or
less, to provide protection when an occupant's head strikes upper
interior components, including pillars, side rails, headers, and the
roof, during a crash. In response to petitions for reconsideration,
NHTSA is amending that final rule to include another phase-in option,
allow manufacturers to carry forward credits for vehicles certified to
the new requirements prior to the beginning of the phase-in period,
exclude buses with a GVWR of more than 8,500 pounds, specify that all
attachments to the upper interior components are to remain in place
during compliance testing, and make other changes to the test procedure
to clarify some areas of confusion.
DATES: Effective Date: The amendments made in this rule are effective
May 8, 1997.
Petition Date: Any petitions for reconsideration must be received
by NHTSA no later than May 23, 1997.
ADDRESSES: Any petitions for reconsideration should refer to the docket
and notice number of this notice and be submitted to: Administrator,
National Highway Traffic Safety Administration, 400 Seventh Street, SW,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: The following persons at the National
Highway Traffic Safety Administration, 400 Seventh Street, SW,
Washington, DC 20590:
For non-legal issues:
Dr. William Fan, Office of Crashworthiness, NPS-11, telephone (202)
366-4922, facsimile (202) 366-4329, electronic mail
bfan@nhtsa.dot.gov''.
For legal issues:
Steve Wood, Office of the Chief Counsel, NCC-20, telephone (202)
366-2992, facsimile (202) 366-3820, electronic mail
swood@nhtsa.dot.gov''.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Background
II. FMH Drop Test Calibration Corridor
III. Lead time/Credits
A. Lead time
B. Credits
IV. Exclusion of Certain Vehicles
A. School Buses
B. Police Vehicles
V. Test Procedure
A. Definitions
1. Convertibles
2. Pillars
3. Windshield Trim/Surface of the Vehicle Ceiling
B. Test Conditions
1. Targeting Conditions
2. Removal of Attachments on Vehicle Interior Surface
3. Securing Vehicle That is Not Resting on Its Suspension
4. Removal of Windows
5. Rear Doors
6. Sun Visors
7. Location of Head Center of Gravity
8. Initial Contact
9. Approach Angles
10. Minimum Impact Distance
C. Targets
1. Issues Related to Multiple Targets
2. A-pillar Targets
3. B-Pillar Targets
4. Other Pillar Targets
5. Front Header Targets
6. Side Rail Targets
7. Upper Roof Targets
8. Sliding Door Track Targets
9. Roll-bar Targets
VI. Rulemaking Analysis and Notices.
A. Executive Order 12866 and DOT Regulatory Policies and
Procedures.
B. Regulatory Flexibility Act.
C. Paperwork Reduction Act.
D. National Environmental Policy Act.
E. Executive Order 12612 (Federalism).
F. Civil Justice Reform.
I. Background
On August 18, 1995, the National Highway Traffic Safety
Administration (NHTSA) published a final rule amending Standard No.
201, ``Occupant Protection in Interior Impact,'' to require passenger
cars and trucks, buses, and multipurpose passenger vehicles (these
vehicles are collectively referred to as LTVs) with a gross vehicle
weight rating (GVWR) of 10,000 pounds or less, to provide protection
when an occupant's head strikes upper interior components, including
pillars, side rails, headers, and the roof, during a crash (60 FR
43031). The amendments added performance requirements and test
procedures for a new in-vehicle component test. The new requirements
will be phased-in over a four-year period beginning September 1, 1998.
The agency received nine timely petitions for reconsideration of
the final rule. The issues raised by the petitions can be divided into
five categories--(1) Application of the new requirements to dynamic
(i.e., crash-deployed) head protection systems, (2) variability of test
results attributed to width of the free motion headform (FMH) drop test
calibration corridor, (3) lead time and phase-in, (4) exclusion of
certain vehicles, and (5) test procedures.
The first category of issues is outside the scope of the rulemaking
that led to the August 1995 final rule and thus is not a proper subject
for a petition for reconsideration. Therefore, the agency announced
that it was treating the requests concerning these issues as petitions
for rulemaking, and granted those petitions. On March 7, 1996, the
agency published an advance notice of proposed rulemaking to assist the
agency in assessing those issues (61 FR 9136). Further agency action on
those issues will be taken in the context of that separate rulemaking
proceeding. Therefore, those issues will not be addressed in this
notice.
II. FMH Drop Test Calibration Corridor
The American Automobile Manufacturers Association (AAMA) attached a
copy of SAE Paper #950882, ``Influence of System Variables in Interior
Head Impact Testing,'' to its original petition for reconsideration.
The paper discusses the percentage of test variability attributable to
various factors in the agency's new test procedure. Citing this paper,
AAMA requested that the drop test calibration corridor for the free
motion headform (FMH) be reduced since it was said to account for 26
percent of the variability. The current corridor is 225 to 275 g's.
AAMA suggested that the width of the corridor be reduced from 50 g's to
no more than 25 g's (250 to 275 g's). This issue was also raised by
Honda in one of its comments.
NHTSA assumes that the analysis of the SAE paper #950882 is
appropriate and the conclusions are accurate. The SAE paper shows a
Head Injury Criterion (HIC) range from 2,095 to 1,611 for the 27 FMH
tests discussed. This HIC range indicates a potential variability of 30
percent. Of this, eight percent, four percent, is
attributed to variability in FMH calibration. The agency disagrees with
AAMA that this is excessive, as dummy response variability of
five percent is generally considered ``excellent.''
There are additional reasons for not adopting the requested change
to the
[[Page 16719]]
corridor. Neither AAMA nor Honda submitted any data to substantiate
their comments that a 25 g calibration corridor width would be
practicable. Further, the agency notes that manufacturers can chose to
use a FMH at the upper end of the calibration corridor when testing
their own vehicles. By choosing this worst-case scenario, manufacturers
could be assured their vehicles would comply when tested by the agency,
regardless of the location of the agency's FMH within the calibration
corridor. Therefore, the agency is not amending the calibration
corridor for the FMH.
III. Lead Time/Credits
A. Lead Time
The final rule specifies three phase-in schedules, the earliest of
which begins with vehicles manufactured on or after September 1, 1998.
The Center for Auto Safety (CAS) submitted a petition asking that the
phase-in schedules begin on September 1, 1997. AAMA and Volkswagen
submitted petitions asking that the beginning of the phase-in schedules
be delayed until September 1, 1999. Toyota asked the agency to delay
the beginning of the phase-in schedules to compensate for the time
needed to clarify the test procedure in the final rule.
With regard to the CAS petition, the agency is not reducing the
lead time prior to the beginning of the phase-in schedules. In the
final rule, the agency noted that manufacturers had uniformly commented
that a lead time period longer than that proposed (approximately 2
years) and a phase-in schedule were necessary. Manufacturer estimates
of the time needed prior to the beginning of a phase-in schedule ranged
from three to five years. After reviewing these comments, NHTSA decided
to begin the phase-in schedules slightly more than three years after
the publication of the final rule. This period of lead time was at the
lower end of the range of manufacturer lead time requests. NHTSA noted
that its analysis showed that all but one existing vehicle model would
need some degree of redesign to comply with the new requirements. CAS
disagreed with this assessment. However, even after a post-petition
request by the agency, CAS did not provide any information identifying
additional vehicle models that do not need to be redesigned. In
addition, the NHTSA decision on lead time was based on its conclusion
that padding alone might not be sufficient for some components, that
other countermeasures might be preferable (i.e., to prevent reduction
in visibility), and that additional lead time was necessary to
implement these other countermeasures. CAS did not dispute these
conclusions.
NHTSA is also not increasing the lead time prior to the beginning
of the phase-in schedules. NHTSA regulations clearly state that the
filing of a petition for reconsideration does not delay the effective
date of the rule (49 CFR 553.35(d)). Therefore, manufacturers should
have been preparing for the beginning of the phase-in since August of
1995. While NHTSA has made some changes to the final rule, they are not
so extensive that manufacturers should have to redesign vehicles again.
Further, if the manufacturers' contemplated method of compliance is, as
it should be, the uniform application of energy absorbing materials
over the entire upper interior of their vehicles, the decisions by the
agency in this notice regarding the specific location of particular
target points should have relatively limited implications for the
manufacturers' compliance efforts. Finally, the agency's adoption of
another alternative phase-in option will provide some flexibility (see
the next section).
B. Credits
In the final rule, NHTSA allowed manufacturers to earn carry-
forward credit during the phase-in for producing complying vehicles in
excess of the percentage of production required in the earlier years of
the phase-in. In its petition, Ford stated that it would have trouble
meeting the 10 percent requirement during the first year of the phase-
in, and asked that a carry-back allowance of up to three percent be
allowed for that year. In its petition, Honda asked that manufacturers
be allowed to earn carry-forward credits for vehicles which are
produced prior to the beginning of the phase-in period and which comply
with the new requirements.
In allowing the earning and carrying-forward of credits during the
phase-in, NHTSA stated:
this will encourage manufacturers to exceed the requirements in
early years, by concentrating initial efforts on either vehicles
which present fewer redesign problems or high volume vehicles. This
will benefit consumers by accelerating the availability of vehicles
which comply with the new requirements and will benefit
manufacturers by providing them with flexibility for the later years
of the phase-in.
NHTSA believes this rationale is equally applicable to vehicles
manufactured prior to the phase-in. Standard No. 208, ``Occupant Crash
Protection,'' encouraged early installation of automatic protection
systems by allowing the earning of carry-forward credits for passenger
cars that complied with the automatic protection requirement and were
produced in the year prior to the beginning of the phase-in. Such
credits were not allowed for the phase-in of the dynamic testing
requirement in Standard No. 214, ``Side Impact Protection,'' because of
the high percentage of vehicles that did not need to be redesigned in
order to comply. As stated previously, NHTSA was aware of only one
production vehicle at the time of the final rule which would not
require some redesign to comply with the new upper interior head
protection requirements, and no additional information has been
received to indicate that this assessment was incorrect. Therefore,
NHTSA has decided to allow carry-forward credits for vehicles certified
to the new requirement prior to the beginning of the phase-in. To
accomplish this, NHTSA has amended the regulatory language to allow
manufacturers the option of certifying to the new requirements prior to
September 1, 1998.\1\
---------------------------------------------------------------------------
\1\ This change in the regulatory language required a change in
the numbering of all subsequent sections. To aid the reader, the
preamble refers to the previous section number, and includes the new
section number, where appropriate in parentheses.
---------------------------------------------------------------------------
NHTSA did not specifically address carry-back credits in the
preamble to the final rule. While Ford did submit confidential
information to support its assertion that it could not achieve 10
percent compliance in the first year of the phase-in, the agency does
not believe that carry-back credits would be appropriate as such
credits would delay the introduction of complying vehicles. Instead,
the agency has decided to add another phase-in option for all
manufacturers. Under this option, manufacturers could certify
compliance with seven percent of their vehicle fleet in the first year,
31 percent the second year, 40 percent the third year, 70 percent the
fourth year, and 100 percent the final year. The figure for the first
year is based on Ford's indication that its shortfall would be up to
three percent in that year. While this schedule will result in fewer
vehicles in the first year, it will require a greater number of
vehicles to comply in the second year. The cumulative number of
vehicles produced in compliance with the new requirements in the first
two years of this phase-in will be greater than under the original 10/
25/40/70/100 phase-in.
[[Page 16720]]
IV. Exclusion of Certain Vehicles
A. School Buses
Three school bus manufacturers petitioned NHTSA to exclude school
buses from the final rule. The manufacturers indicated that the final
rule did not address a number of issues associated with school buses,
including:
(1) Differences in implementation cost for small school buses,
(2) Inappropriateness of many target location procedures for small
school buses,
(3) Negative economic impact on school bus manufacturers, many of
which are small businesses, and,
(4) Lack of technical expertise and engineering support.
In reviewing these petitions, NHTSA contacted the petitioning
manufacturers and the National Truck Equipment Association (NTEA) to
obtain additional information on buses, including school buses, with a
GVWR of 10,000 pounds or less.
All small school buses currently in production have a GVWR of more
than 8,500 pounds. There were approximately 6,566 small school buses
manufactured annually in 1993 and 1995. Of these, approximately 5,000
were Type-A buses (a school bus body on a van chassis), the remaining
were van conversions. In the same years, 1,800 to 2,000 small (non-
school) buses with a GVWR of more than 8,500 pounds and less than or
equal to 10,000 pounds were produced, respectively. Finally,
approximately 40,000 to 60,000 vans with a GVWR of more than 8,500
pounds and less than or equal to 10,000 pounds (these vehicles are
classified as buses by NHTSA because of their passenger carrying
capacity) are produced annually. Thus, the total number of small buses
(buses with a GVWR of less than or equal to 10,000 pounds) produced
annually is approximately 48,000 to 69,000.
Examination of fatality statistics shows that approximately 28
fatalities occur annually in buses with a GVWR of more than 8,500
pounds and less than or equal to 10,000 pounds. This figure represents
occupant fatalities from all causes, not just those associated with
impacts with upper interior components. In the Final Economic
Assessment (FEA) for the final rule, NHTSA estimated that improvements
to LTVs of all types and sizes would produce a fatality reduction of
289 to 334. Based on the assumption that the fatality reduction would
be evenly distributed among the various types and sizes of LTVs, the
reduction for buses with a GVWR of more than 8,500 pounds and less than
10,000 pounds would be very small. Given the ratio of the total annual
production of LTVs (5,600,000 units in 1995) to the total annual
production of small buses (48,000 to 69,000 units), the estimated
fatality reduction for those buses would be one.
The FEA also indicates that the cost of compliance for vans is
$72.29. The National Association of State Directors of Pupil
Transportation Services indicated in a submission to Docket 95-98,
Notice 1, that the cost of compliance for all small school buses would
be $1,000 to $2,000. However, NHTSA developed a cost estimate of $507
to $926 per small school bus. NHTSA assumes the same cost for all small
buses. Using these estimates for the appropriate numbers of small buses
with a GVWR of more than 8,500 pounds results in an estimated cost of
approximately $7 million.
Many vans which are classified as ``buses'' and vans which are
classified as ``mpvs'' are manufactured using the same chassis and
vehicle body construction. Since all vans below 8,500 pounds GVWR must
comply with these requirements, it is expected that the manufacturers
will provide complying interiors for all their vans. Thus, it is likely
that some of the ``buses'' in the 8,500 to 10,000 pound GVWR range will
have padded interiors despite an exclusion. Therefore, the actual
benefit for buses in this weight range is much smaller than one life
saved per year.
The school buses in this weight range already have to comply with a
number of regulations in addition to the regulations for buses. Because
school buses are more costly than regular buses, some schools use
vehicles which are not ``school buses'' to transport children, or would
not replace their old buses. These vehicles would not have the
additional safety features of a ``school bus.'' NHTSA is increasingly
concerned that requiring these vehicles to absorb a large additional
cost with little benefits would cause more schools to delay purchase of
new vehicles or to use non-school buses. This would result in a loss of
benefits in other areas that would offset the extremely small benefits
of this rule.
Finally, all of the multistage buses in this class are produced by
small businesses. This increases NHTSA's concerns about the large costs
of this rule for this class of vehicles.
Therefore, NHTSA has decided to exclude buses with a GVWR of more
than 8,500 pounds from the new requirements. This will have minimal
impact on the benefits estimate in the final rule. However, requiring
these vehicles to comply would have a significant impact on this
portion of the industry.
Police Vehicles
In a supplement to its petition for reconsideration, AAMA asked the
agency to exclude police vehicles from the final rule. AAMA stated that
police vehicles require special modifications for the installation of
interior lighting, A-pillar-mounted spotlights, and roof-mounted
beacons and sirens, and that such equipment would be difficult to
redesign for compliance.
NHTSA is not excluding police vehicles in the final rule. NHTSA
believes that many of the concerns underlying AAMA's request for
exclusion are similar to concerns regarding attachments generally.
Because of this, these concerns should be addressed by NHTSA's
treatment of all attachments (see below). AAMA did not present evidence
to indicate that police equipment required different treatment from
other attachments.
V. Test Procedure
The fifth category of issues (test procedure) generated a large
number of questions. In the final rule, the agency responded to
comments objecting to the proposed broad requirements for universal
compliance of the upper interior vehicle surface by narrowing the
amendments to require compliance at specific targets only. To
accommodate that change, however, the agency had to adopt a complex new
test procedure to define and locate the targets on the vehicle
interior. Because manufacturers had not seen the test procedure prior
to the final rule, there were a large number of questions and concerns
regarding the test procedure. To enable interested parties and NHTSA
personnel to discuss the questions concerning the test procedure, and
to aid petitioning parties in narrowing and refining those questions,
NHTSA decided to hold a technical workshop on the test procedure.
The focus was on the location of target points. Interested parties
were invited to submit questions in writing prior to the workshop (60
FR 53280; October, 13, 1995). The workshop was held on December 13-14,
1995 at the Vehicle Research and Test Center (VRTC) in East Liberty,
Ohio. The workshop was attended by about 55 individuals representing
the automobile and school bus manufacturers as well as automotive
compliance test facilities. The procedures used to locate 12-15
headform impact target points were discussed relative to each of three
demonstration vehicles: (1) A 1996 Ford Mustang GT (convertible), (2) a
1996
[[Page 16721]]
Saab 900 (4 door sedan with sun roof), and (3) a 1987 Nissan Van.
Participants at the meeting were invited to supplement their petitions
for reconsideration with discussions of any remaining target location
issues. Both the submissions regarding workshop content and post-
workshop supplements to the petitions are available in the docket. The
specific questions and concerns raised in the petitions and at the
workshop are addressed in this section. The section is arranged to
parallel the regulatory text of the final rule. Because the same
concerns and/or questions were raised by numerous parties, they are not
attributed to any specific party.
A. Definitions
1. Convertibles
Manufacturers asked for changes to the definitions of ``convertible
roof frame'' and ``convertible roof linkage mechanism.'' Manufacturers
stated that the first definition presumes a metal frame for convertible
roofs and that manufacturers are beginning to use other materials. Some
manufacturers also asked the agency to exclude the entire convertible
roof, while one manufacturer stated that hard top convertible roofs
should be included. Finally, manufacturers asked for clarification of
the particular components of a convertible that were excluded from the
final rule, in particular, whether only components on the roof itself
were excluded.
NHTSA agrees that the inclusion of the word ``metal'' in the
definition of ``convertible roof frame'' is design restrictive and is
removing that word from the definition.
NHTSA is not excluding the entire convertible roof. This issue was
addressed in the final rule. In the final rule, NHTSA agreed to exclude
``convertible roof frames and linkage mechanisms because the presence
of a countermeasure such as padding would interfere with their
movement'' (60 FR 43031, at 43047). NHTSA did not exclude all targets
on convertible roofs because commenters did not provide any
justification suggesting that countermeasures could not be installed on
other parts of the convertible roof. NHTSA notes that, while some
convertible roofs are made of cloth or other soft material, many are
not. While the former are unlikely to produce head injuries, the latter
could. NHTSA believes that protection should be provided for all the
hard areas in the upper interior of vehicles, unless it is not
practicable to do so.
With regard to which components in convertibles are excluded,
``convertible roof linkage mechanism'' is defined as ``any anchorage,
fastener, or device necessary to deploy a convertible roof frame.''
This definition is not limited to components on the roof itself. Some
convertibles include anchor points on the front header and/or A-pillar
for the convertible roof. These components are included in the
definition of ``convertible roof linkage mechanism'' and thus were
excluded from the final rule.
2. Pillars
Some manufacturers asked for changes to the definitions for various
pillars because they have difficulty applying the definitions to the
unusual designs of their vehicles. For example, Toyota stated that one
of its vehicles has an unusual side window design which is cut-out
lower at the front edge of the window. Toyota believes that, for this
design, the definition of Plane 9 (a horizontal plane passing through
the lowest point of the daylight opening forward of the B-pillar)
results in a target BP3 which is lower on the B-pillar than NHTSA
intended, or even below the B-pillar.
NHTSA has decided not to make any changes to these definitions
based on these designs. Unless NHTSA were to write a unique set of
target location provisions for each vehicle model in production, it is
inevitable that use of a test procedure based on specific targets will
not succeed in locating all target points on some vehicles. Even if
NHTSA were to write unique provisions for each vehicle model currently
in production, the procedures might no longer ensure that all targets
could be located once a vehicle model was redesigned or a new vehicle
model introduced. For this reason, NHTSA examined a wide number of
vehicles when selecting targets and attempted to write the target
location procedures in a way that would make it possible to locate all
points on a majority of vehicles and a sufficient number of points on
all vehicles. Section S4 (S6.1 and S6.2) states that ``(t)he
requirements do not apply to any target that cannot be located using
the procedures of S8 (S10).'' This provision adequately addresses the
problem of unusual vehicle designs. NHTSA will not amend the
definitions or change the target provisions absent information
indicating that they are not workable for a significant number of
target points on a wide variety of vehicle models.
3. Windshield Trim/Surface of the Vehicle Ceiling
Manufacturers also asked for definitions for the phrases
``windshield trim'' and ``surface of the vehicle ceiling.'' These
phrases are used in the procedures to locate some targets. NHTSA agrees
that these phrases are susceptible to more than one interpretation.
Accordingly, the agency has added a definition of ``windshield trim.''
It has also replaced the phrase ``surface of the vehicle ceiling'' with
the phrase ``interior roof surface'' to clarify that it is a reference
to the interior surface only.
B. Test Conditions
1. Targeting Conditions
Section S4 (S6) requires vehicles to comply when tested under the
conditions specified in S6 (S8). Section S8 (S10) does not indicate
whether or not targets are located under the same conditions.
Manufacturers asked whether the test conditions applied only during
testing or also during the locating of the targets.
In the final rule, NHTSA did not specify whether or not the test
conditions applied during target location as well as during testing.
Most of the test conditions replicate conditions that would exist
during vehicle use. However, some test conditions are intended to
facilitate testing, and do not represent conditions that would arise
during vehicle use. For example, seats and steering wheels may be
removed to facilitate placing test equipment used to provide air
pressure for and launch the FMH in the vehicle. NHTSA believes that
these parts should be present when the targets are located. If, during
target location, the seat or steering wheel prevents the FMH from
contacting the target, it is also likely that an occupant could not
impact that area. NHTSA has amended the regulatory language to specify
which test conditions apply during the locating of the targets.
2. Removal of Attachments on Vehicle Interior Surface
Manufacturers asked NHTSA to prohibit the removal of any items that
are attached to the upper interior of the vehicle. Currently, removal
of some such attachments is explicitly permitted, allowing NHTSA to
test a target on or near such attachments with or without the
attachment in place. Some attachments may be in a variety of positions,
and therefore may or may not be in the target location when the vehicle
is in use. Thus, for example, S6.5 specifies that sun visors may be
[[Page 16722]]
removed. Other attachments are a target, and removal makes it easier to
contact other targets. Thus, for example, S6.7 allows a seat belt
anchorage to be removed to test the component on which it is mounted if
the target is not on the anchorage. Other attachments are not
explicitly addressed.
Manufacturers argued that companies may wish to use attachments as
some of the countermeasures to meet the rule. Removal of the
attachments would remove those countermeasures. Manufacturers also
argued that removal of attachments could adversely affect the material
on the component on which the attachment is mounted, and cause the
vehicle to no longer comply with the requirements of the rule.
It is possible that manufacturers could use attachments as part of
the countermeasures to meet the new requirements. In addition, the
means by which some attachments are anchored to the upper interior
components could make it difficult or impossible to remove the
attachment without adversely affecting the surrounding material.
Finally, the agency notes that the attachments would be present in the
vehicle during a crash, even if not in the specific target location
NHTSA is testing. Therefore, the agency is specifying that no
attachments, including sun visors and seat belt anchorages, are removed
for testing.
3. Securing Vehicle That is Not Resting on its Suspension
Section S6.1 (S8.1) specified that a vehicle being tested is
supported so that it is not resting on its suspension. Manufacturers
asked whether the vehicle was clamped down when not resting on its
suspension.
The regulatory text does not specify whether or not the vehicle is
clamped down when not resting on its suspension. Therefore, NHTSA could
test the vehicle either clamped or not. NHTSA notes that clamping would
make the vehicle body stiffer, and thus is likely to be a worst case
condition for manufacturers when they are doing certification testing.
NHTSA does not believe it is necessary to specify one of these
conditions in the final rule.
4. Removal of Windows
Section S6.2 (S8.2) requires windows to be open. Section 6.4 (S8.4)
allows side doors on the opposite side of the vehicle from the target
to be impacted to be open. Manufacturers asked whether windows could be
removed for testing.
In some vehicles (e.g., vans), it may be necessary to remove
windows to allow placement of the test equipment inside the vehicle to
aim the FMH at some targets. These vehicles may not have doors in the
rear portion of the vehicle and may have windows in this area which do
not open, or which do not open sufficiently to allow placing test
equipment in the vehicle. The regulatory text has been amended to allow
removal of windows on the opposite side from a target during testing of
that target.
5. Rear Doors
Section S6.4 (S8.4) allows side doors on the side of the vehicle
not be impacted during a particular test to be open. Manufacturers
asked whether a rear hatch or rear door could be opened for testing.
The regulatory language only allows side doors to be open. NHTSA
decided to allow doors to be open to allow test equipment to access the
targets. Because an open door could change the stiffness of adjacent
vehicle components, NHTSA only allowed side doors on the opposite side
of the longitudinal centerline of the vehicle from the target to be
open. For some targets, it may be difficult or impossible to reach the
target with test equipment from a side door. Therefore, NHTSA has
decided to allow rear windows or doors to be open for testing of any
target except those on the rear header, the rearmost pillars, and the
rearmost side rail target SR3 on each side of the vehicle. The agency
believes that the performance of these targets could be affected by an
open rear door or window.
6. Sun Visors
Section S6.5 (S8.5) allows sun visors to be placed in any
adjustment position as long as one side is in contact with the vehicle
interior surface. Manufacturers asked NHTSA to specify a single
position for testing. NHTSA is not changing this test condition because
the sun visor could be in any position when in use.
7. Location of Head Center of Gravity
Section S6.12 (S8.12) specifies the location of the head center of
gravity in reference to the seating reference point (SgRP). The agency
was asked to change the reference to the H-point. The SgRP is defined
at 49 CFR 571.3 in reference to the design H-point with the seat in its
rearmost normal design driving or riding position. Therefore, the
agency does not believe a change is necessary.
Manufacturers noted that target RP2 is located on the rearmost
pillar with reference to the center of gravity of the head for the
rearmost designated seating position. Manufacturers asked how this is
determined for vehicles in which the rearmost seat is rearward facing.
NHTSA is amending the procedures to specify that the rearward
measurement used to locate the head center of gravity is made relative
to the seat orientation and not the vehicle orientation.
8. Initial Contact
Section S6.13.3 (S8.13.3) specifies that some portion of the
forehead impact zone is to contact some point of the target circle
defined in S6.11 at the time of initial contact. If this does not
occur, manufacturers asked if the FMH were to be moved, or the target
circle, or both. Manufacturers also asked NHTSA to include the
prohibition proposed in the NPRM that ``no portion of the headform
contacts any part of the vehicle outside the impact zone.''
Section S8(b) (S10(b)) provides for the relocation of any target
point which cannot be contacted by some portion of the forehead impact
zone at some combination of impact angles. The relocated point is the
point used for testing. If, for some reason, a portion of the forehead
impact zone is not the point of initial contact when the testing is
repeated at the relocated point, the test is considered an incomplete
test. The target is not relocated again.
With regard to the second request, the final rule eliminated the
impact zone concept and substituted targets. The procedures ensure that
the initial contact is between the target and the forehead impact zone.
Because there no longer are impact zones, the NPRM prohibition on
impacts outside the zone is not appropriate or necessary.
9. Approach Angles
Section S6.13.4.1 (S8.13.4.1) describes a procedure to determine
maximum and minimum horizontal approach angles. Manufacturers asked
whether the component surface or the attachment is used in determining
the shortest horizontal line when an attachment is in the same
horizontal plane as the head center of gravity.
NHTSA does not believe that the selection of either distance would
result in a significantly different approach angle. However, since the
agency is specifying that the attachments are to remain in place, the
measurements will be made to the attachment if that is the shortest
distance.
Pursuant to S6.13.4.2(a) (S8.13.4.2(a)), the maximum vertical
approach angle for each target is determined by rotating the FMH upward
until a portion of the FMH outside the forehead impact zone contacts
the vehicle and then rotating the FMH downward five degrees. Some
manufacturers petitioned for the amount of downward rotation to be
increased
[[Page 16723]]
because chin contact could still occur during testing.
In the final rule, the agency added the five degree offset in
response to manufacturer concerns about chin contact. NHTSA never
stated that this amount was sufficient to prevent chin contacts, only
that it would delay chin contact. Because NHTSA continues to believe
this amount is sufficient for this purpose, it is not making any
further changes.
10. Minimum Impact Distance
Section S6.14 (S8.14) prohibits multiple impacts when the distance
between the targets is less than 150 mm. This distance was determined
during NHTSA testing of various types of padding as an expected
countermeasure. Manufacturers expressed concern that for other types of
countermeasures, performance will be degraded for multiple impacts on
the same component, regardless of the distance between the targets.
While NHTSA appreciates that its testing was done only using
padding, manufacturers did not submit any data indicating that the 150
mm distance was not adequate for any other countermeasure. Absent such
information, NHTSA is not changing this test condition.
C. Target Locations
1. Issues Related to Multiple Targets
Section S8(b) (S10(b)) describes a procedure for relocating targets
when no portion of the forehead impact zone can contact the target.
Manufacturers asked NHTSA to delete this, arguing that it allowed for
infinite test possibilities. Manufacturers also asked what is done when
contact is prevented by interference from attachments.
NHTSA is not deleting the relocation procedures. The forehead
impact zone is approximately fifteen inches square. It is likely that
the forehead impact zone will contact the entire area within the 1.5
inch target circle specified in S8(b) (S10(b)). Even if multiple
impacts are possible, it is not different than other targets which
allow options. In addition, it is unlikely that the injury measurements
would differ significantly between the possible targets in such a small
area.
With regard to the interference of attachments, NHTSA is making one
change. Section S8(b) (S10(b)) is amended to allow relocation within a
sphere rather than a circle. As noted above, NHTSA has decided that
attachments should not be moved. Allowing relocation within a sphere
when there is interference by an attachment will allow the target to be
relocated onto the attachment. This will limit the need for increasing
the relocation area due to interference. The agency also notes that,
unless otherwise specified, movable attachments may be moved to any
position for the purpose of testing. This will also reduce the
incidence of interference.
2. A-Pillar Targets
Manufacturers indicated concerns that the A-pillar reference point
(APR) and target AP1 could not be located in some vehicles,
particularly convertibles, and the points would be located in space.
NHTSA does not agree that this is the case. NHTSA is not aware of any
vehicles that do not have some type of roof to protect occupants from
rain and snow. Section S6.3 (S8.3) states that convertible vehicles are
tested with their tops closed. Therefore, even in these vehicles there
would be an exterior roof surface to use in locating APR. If APR is on
the soft cloth of a roof, it is unlikely that NHTSA would actually
conduct a test (since such a surface would not produce a high injury
measurement), but there would also be a target AP1.
Manufacturers also asked whether measurements were made along each
convolution of the outside weather stripping or rain gutter. NHTSA
would not take measurements in such a manner, but would instead follow
the nominal vehicle surface. By following the nominal surface, NHTSA
means that the measurement is made as though the weather stripping or
rain gutters were not present.
Manufacturers also asked whether weather stripping was included in
the determination of the ``outboardmost point * * * with the vehicle
side door open.'' The answer is yes. Viewed perpendicular to the top of
the test vehicle (or the plan view) with the side door open, the
``outboardmost point'' is the outermost edge of the door opening
(including uncompressed weather stripping, trim, or rain gutter).
Manufacturers also noted that some vehicles have split or dual A-
pillars and asked whether such vehicles would have multiple AP2 and AP3
target points. If the pillars are not part of the door structure, they
are treated as separate pillars. Thus, it is possible to have multiple
AP2 and AP3 target points. To clarify this, the definition of A-pillar
is amended to specify ``* * * any pillar that is entirely forward of a
transverse vertical plane passing through the seating reference point
of the driver's seat.'' In addition, the definition of B-pillar is
amended to specify ``* * * the forwardmost pillar on each side of the
vehicle that is, in whole or part, rearward of a transverse vertical
plane passing through the seating reference point of the driver's
seat.''
Finally, manufacturers noted that the highest point at the
intersection of the dashboard and the A-pillar is not always apparent,
because in some vehicles there is a small gap between the two
components. Manufacturers also stated that this point could be one
height on one side of the vehicle and another height on the other side.
NHTSA has re-examined current production vehicles and agrees that there
is often a small gap or depression between the dashboard and the A-
pillar. However, this is equivalent to the convolutions at edges of
trim discussed above. Again, NHTSA would measure along the nominal
surface, as if the small gap did not exist. Section S8(a) (S10(a))
provides that targets are located on each side of the vehicle using the
specified procedures. Therefore, if the point of intersection is at
different heights on each side of the vehicle, there is a different
plane 5 defined on each side of the vehicle. Manufacturers should not
simply transfer points from one side of the vehicle to the other.
3. B-pillar Targets
Manufacturers asked a number of questions concerning belt
anchorages on the B-pillar. Manufacturers asked the location of target
BP2 for an anchorage which is covered by trim such that only the
webbing is visible through a slot in the trim. Manufacturers also asked
whether a stalk would be considered part of the anchorage and thus a
possible target.
The seat belt anchorage is defined in S2.1 (S3). The regulation
states that the target is any point on the anchorage. Thus,
manufacturers must certify that all portions of the anchorage comply
with the requirements. Targets can be located on decorative trim
covering the anchorage or a portion of the anchorage.
Manufacturers also asked whether the centerline of the width of the
B-pillar is determined by viewing the pillar laterally. The answer is
yes.
Finally, one manufacturer noted that, for location of target BP3,
Plane 9 passes ``through the lowest point of the daylight opening
forward of the pillar. The manufacturer stated that one of its vehicle
designs has an unusual window design. The manufacturer believed that
Plane 9 would not be located in that vehicle as intended by NHTSA. As
stated previously, NHTSA acknowledges that not all points can be
located in every vehicle, and that not all points will be located on
the hardest
[[Page 16724]]
points of every vehicle. This result is inherent in using a test
procedure applicable to all vehicles, rather than a procedure
individually tailored for each vehicle model. However, NHTSA will not
change the specification for a target unless it is not appropriate for
a large number of vehicles.
4. Other Pillar Targets
Manufacturers asked whether vehicles with multiple ``other
pillars'' have multiple other pillar targets. The answer is yes. The
procedures do not specify a single ``other pillar.'' In addition, there
would be multiple SR3 targets since they are located relative to the
other pillar reference point (OPR).
5. Front Header Targets
Manufacturers noted that the term ``sunroof frame'' was not
defined. NHTSA agrees that this term could be confusing and is changing
it to ``interior sunroof opening.'' Manufacturers also asked whether
the sunroof is open or closed during testing. NHTSA believes that
sunroofs are similar to windows and has, therefore, added language to
indicate that they are treated in the same manner.
Manufacturers also asked whether a ``Targa'' roof, which contains a
considerable amount of glass and is larger than most sun roofs, is
considered a sunroof. Other standards (e.g., Standard No. 216, ``Roof
Crush Resistance'') use the term ``convertible.'' In previous
interpretations of that term, NHTSA stated that a Targa roof is a
convertible. In these interpretation letters, NHTSA has consistently
stated that a convertible is ``a vehicle whose A-pillars or windshield
peripheral support is not joined with the B-pillars (or rear roof
support rearward of the B-pillar position) by a fixed, rigid structural
member.'' A comparable definition has been included in the amended
final rule.
6. Side Rail Targets
Manufacturers noted that some side rail targets (SR1 and SR2) are
less than six inches apart. Since S6.14 (S8.14) specifies that impacts
are not to occur less than six inches apart, they stated that they
might have to use more than one vehicle to complete the tests for all
possible combinations of targets on left and right sides. NHTSA is
changing the procedure to locate target SR2 so that it is either 12
inches rearward of APR or 12 inches forward of the B-pillar reference
point (BPR). This will provide at least six inches between targets SR1
and SR2 as measured from the APR reference.
Manufacturers also noted that some vehicles (such as pickup trucks)
have only two pillars on either side of the vehicle and asked whether
the rear pillar is treated as a B-pillar, a rearmost-pillar, or both,
for the purpose of locating side rail targets. In the 1995 final rule,
the rearmost pillar in a vehicle with two pillars on each side is
defined as a ``rearmost pillar'' and not as a ``B-pillar.'' Therefore,
there is no ``side rail between the A-pillar and the B-pillar'' (S8.6
(S10.6)). For ``other side rails'' (S8.7 (S10.7)), targets are located
in reference to BPR or OPR, neither of which exists in the vehicles.
NHTSA did not intend that there would be no side rail targets in these
vehicles, and is amending the procedures for locating target SR2 for
these vehicles.
One manufacturer asked whether grab handles located on the upper
interior in locations other than the side rail are targets. Section
S8.7 (S10.7) states that if there is no seat belt anchorage on the side
rail, but there is a grab handle, target SR3 is located on the grab
handle. Since there are not similar specifications for other interior
components, grab handles in other locations are not targets unless the
procedures locate them there.
7. Upper Roof Targets
The procedures for defining planes C and D for the upper roof
specify that the planes are tangent to outermost points on the
``interior roof (including trim)'' at a distance of 12 inches rearward
of the APR. Manufacturers asked for clarification of how those points
on the interior roof are to be determined. Those points are determined
by closing the doors and marking where the door parts (with or without
weather stripping) intersect the roof parts (with or without weather
stripping), at a horizontal distance of 12 inches behind the APR.
Manufacturers also asked whether, in establishing transverse
vertical planes A and plane B, the rear view mirror and the center high
mounted stop light (CHMSL), respectively, are considered part of the
trim. The rearview mirror and the center high mounted stop light
(CHMSL) are not considered trim. An example of trim would be weather
stripping. The rearview mirror and CHMSL are considered
``attachments.''
8. Sliding Door Track Targets
Manufacturers noted that target SD is not necessarily located on
the sliding door track at the door opening edge, and asked whether this
is the intent of the test procedure. The answer is yes.
Manufacturers also noted that horizontal and vertical approach
angles were not specified for target SD in the final rule, and asked
whether the side rail angles apply. This was the intent of the final
rule. Horizontal and vertical approach angles for the sliding door
track will be added to Table 1.
9. Roll-Bar Targets
Manufacturers asked whether there is a target on a deployable roll-
bar. Since the definition of ``roll-bar'' does not include deployable
roll-bars, there are no targets on a deployable roll bar.
VI. Rulemaking Analyses and Notices
A. Executive Order 12866 and DOT Regulatory Policies and Procedures
NHTSA has considered the impact of this rulemaking action under
E.O. 12866 and the Department of Transportation's regulatory policies
and procedures. This rulemaking document was reviewed under E.O. 12866,
``Regulatory Planning and Review.'' This action has been determined to
be ``significant'' under the Department of Transportation's regulatory
policies and procedures. The changes implemented in this final rule do
not appear to add further significant economic impact over the existing
requirements. The only apparent economic impact appears to be relief of
$7 million dollars for small school bus manufacturers, as discussed
earlier in this notice.
B. Regulatory Flexibility Act
NHTSA has also considered the impacts of this final rule under the
Regulatory Flexibility Act. I hereby certify that this rule will not
have a significant economic impact on a substantial number of small
entities and for those small entities likely to be affected, specific
relief has been accorded in the notice. The changes made in this final
rule do not substantially alter the final rule published on August 18,
1995.
C. Paperwork Reduction Act
In accordance with the Paperwork Reduction Act of 1980 (Pub. L. 96-
511), the agency notes that there are no requirements for information
collection associated with this final rule.
D. National Environmental Policy Act
NHTSA has also analyzed this final rule under the National
Environmental Policy Act and determined that it will not have a
significant impact on the human environment.
E. Executive Order 12612 (Federalism)
NHTSA has analyzed this rule in accordance with the principles and
criteria contained in E.O. 12612, and has determined that this rule
will not have sufficient federalism implications
[[Page 16725]]
to warrant the preparation of a Federalism Assessment.
F. Civil Justice Reform
This final rule does not have any retroactive effect. Under 49
U.S.C. 30103, whenever a Federal motor vehicle safety standard is in
effect, a State may not adopt or maintain a safety standard applicable
to the same aspect of performance which is not identical to the Federal
standard, except to the extent that the State requirement imposes a
higher level of performance and applies only to vehicles procured for
the State's use. 49 U.S.C. 30161 sets forth a procedure for judicial
review of final rules establishing, amending or revoking Federal motor
vehicle safety standards. That section does not require submission of a
petition for reconsideration or other administrative proceedings before
parties may file suit in court.
In consideration of the foregoing, 49 CFR Ch. V is amended as
follows:
List of Subjects in 49 CFR Parts 571 and 589
Imports, Motor vehicle safety, Motor vehicles.
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
1. The authority citation for part 571 of title 49 continues to
read as follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
2. Section 571.201 is revised to read as follows:
Sec. 571.201 Standard No. 201; Occupant protection in interior impact.
S1. Purpose and scope. This standard specifies requirements to
afford impact protection for occupants.
S2. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks, and buses with a GVWR of 4,536
kilograms or less, except that the requirements of S6 do not apply to
buses with a GVWR of 3,860 kilograms or less.
S3. Definitions.
A-pillar means any pillar that is entirely forward of a transverse
vertical plane passing through the seating reference point of the
driver's seat.
Ambulance means a motor vehicle designed exclusively for the
purpose of emergency medical care, as evidenced by the presence of a
passenger compartment to accommodate emergency medical personnel, one
or more patients on litters or cots, and equipment and supplies for
emergency care at a location or during transport.
B-pillar means the forwardmost pillar on each side of the vehicle
that is, in whole or part, rearward of a transverse vertical plane
passing through the seating reference point of the driver's seat,
unless there is only one pillar rearward of that plane and it is also a
rearmost pillar.
Brace means a fixed diagonal structural member in an open body
vehicle that is used to brace the roll-bar and that connects the roll-
bar to the main body of the vehicle structure.
Convertible means a vehicle whose A-pillars are not joined with the
B-pillars (or rearmost pillars) by a fixed, rigid structural member.
Convertible roof frame means the frame of a convertible roof.
Convertible roof linkage mechanism means any anchorage, fastener,
or device necessary to deploy a convertible roof frame.
Daylight opening means, for openings on the side of the vehicle,
other than a door opening, the locus of all points where a horizontal
line, perpendicular to the vehicle longitudinal centerline, is tangent
to the periphery of the opening. For openings on the front and rear of
the vehicle, other than a door opening, daylight opening means the
locus of all points where a horizontal line, parallel to the vehicle
longitudinal centerline, is tangent to the periphery of the opening. If
the horizontal line is tangent to the periphery at more than one point
at any location, the most inboard point is used to determine the
daylight opening.
Door opening means, for door openings on the side of the vehicle,
the locus of all points where a horizontal line, perpendicular to the
vehicle longitudinal centerline, is tangent to the periphery of the
side door opening. For door openings on the back end of the vehicle,
door opening means the locus of all points where a horizontal line,
parallel to the vehicle longitudinal centerline, is tangent to the
periphery of the back door opening. If the horizontal line is tangent
to the periphery at more than one point at any location, the most
inboard point is the door opening.
Forehead impact zone means the part of the free motion headform
surface area that is determined in accordance with the procedure set
forth in S8.10.
Free motion headform means a test device which conforms to the
specifications of part 572, subpart L of this chapter.
Mid-sagittal plane of a dummy means a longitudinal vertical plane
passing through the seating reference point of a designated seating
position.
Motor Home means a motor vehicle with motive power that is designed
to provide temporary residential accommodations, as evidenced by the
presence of at least four of the following facilities: Cooking;
refrigeration or ice box; self-contained toilet; heating and/or air
conditioning; a potable water supply system including a faucet and a
sink; and a separate 110-125 volt electrical power supply and/or an LP
gas supply.
Other pillar means any pillar which is not an A-pillar, a B-pillar,
or a rearmost pillar.
Pillar means any structure, excluding glazing and the vertical
portion of door window frames, but including accompanying moldings,
attached components such as safety belt anchorages and coat hooks,
which:
(1) Supports either a roof or any other structure (such as a roll-
bar) that is above the driver's head, or
(2) Is located along the side edge of a window.
Roll-bar means a fixed overhead structural member, including its
vertical support structure, that extends from the left to the right
side of the passenger compartment of any open body vehicles and
convertibles. It does not include a header.
Seat belt anchorage means any component involved in transferring
seat belt loads to the vehicle structure, including, but not limited
to, the attachment hardware, but excluding webbing or straps, seat
frames, seat pedestals, and the vehicle structure itself, whose failure
causes separation of the belt from the vehicle structure.
Sliding door track means a track structure along the upper edge of
a side door opening that secures the door in the closed position and
guides the door when moving to and from the open position.
Stiffener means a fixed overhead structural member that connects
one roll-bar to another roll-bar or to a header of any open body
vehicle or convertible.
Upper roof means the area of the vehicle interior that is
determined in accordance with the procedure set forth in S8.15.
Windshield trim means molding of any material between the
windshield glazing and the exterior roof surface, including material
that covers a part of either the windshield glazing or exterior roof
surface..
S4 Requirements
S4.1 Except as provided in S4.2, each vehicle shall comply with
either:
(a) The requirements specified in S5, or,
(b) The requirements specified in S5 and S6.
S4.2 Vehicles manufactured on or after September 1, 1998 shall
comply with the requirements of S5 and S6.
S5 Requirements for instrument panels, seat backs, interior
[[Page 16726]]
compartment doors, sun visors, and armrests. Each vehicle shall comply
with the requirements specified in S5.1 through S5.5.2.
S5.1 Instrument panels. Except as provided in S5.1.1, when that
area of the instrument panel that is within the head impact area is
impacted in accordance with S5.1.2 by a 6.8 kilogram, 165 mm diameter
head form at--
(a) A relative velocity of 24 kilometers per hour for all vehicles
except those specified in paragraph (b) of this section,
(b) A relative velocity of 19 kilometers per hour for vehicles that
meet the occupant crash protection requirements of S5.1 of 49 CFR
571.208 by means of inflatable restraint systems and meet the
requirements of S4.1.2.1(c)(2) of 49 CFR 571.208 by means of a Type 2
seat belt assembly at the right front designated seating position, the
deceleration of the head form shall not exceed 80g continuously for
more than 3 milliseconds.
S5.1.1 The requirements of S5.1 do not apply to:
(a) Console assemblies;
(b) Areas less than 125 mm inboard from the juncture of the
instrument panel attachment to the body side inner structure;
(c) Areas closer to the windshield juncture than those statically
contactable by the head form with the windshield in place;
(d) Areas outboard of any point of tangency on the instrument panel
of a 165 mm diameter head form tangent to and inboard of a vertical
longitudinal plane tangent to the inboard edge of the steering wheel;
or
(e) Areas below any point at which a vertical line is tangent to
the rearmost surface of the panel.
S5.1.2 Demonstration procedures. Tests shall be performed as
described in Society of Automotive Engineers Recommended Practice J921,
``Instrument Panel Laboratory Impact Test Procedure,'' June 1965, using
the specified instrumentation or instrumentation that meets the
performance requirements specified in Society of Automotive Engineers
Recommended Practice J977, ``Instrumentation for Laboratory Impact
Tests,'' November 1966, except that:
(a) The origin of the line tangent to the instrument panel surface
shall be a point on a transverse horizontal line through a point 125 mm
horizontally forward of the seating reference point of the front
outboard passenger designated seating position, displaced vertically an
amount equal to the rise which results from a 125 mm forward adjustment
of the seat or 19 mm; and
(b) Direction of impact shall be either:
(1) In a vertical plane parallel to the vehicle longitudinal axis;
or
(2) In a plane normal to the surface at the point of contact.
S5.2 Seat Backs. Except as provided in S5.2.1, when that area of
the seat back that is within the head impact area is impacted in
accordance with S5.2.2 by a 6.8 kilogram, 165 mm diameter head form at
a relative velocity of 24 kilometers per hour, the deceleration of the
head form shall not exceed 80g continuously for more than 3
milliseconds.
S5.2.1 The requirements of S5.2 do not apply to seats installed in
school buses which comply with the requirements of Standard No. 222,
School Bus Passenger Seating and Occupant Protection (49 CFR 571.222)
or to rearmost side-facing, back-to-back, folding auxiliary jump, and
temporary seats.
S5.2.2 Demonstration procedures. Tests shall be performed as
described in Society of Automotive Engineers Recommended Practice J921,
``Instrument Panel Laboratory Impact Test Procedure,'' June 1965, using
the specified instrumentation or instrumentation that meets the
performance requirements specified in Society of Automotive Engineers
Recommended Practice J977, ``Instrumentation for Laboratory Impact
Tests,'' November 1966, except that:
(a) The origin of the line tangent to the uppermost seat back frame
component shall be a point on a transverse horizontal line through the
seating reference point of the right rear designated seating position,
with adjustable forward seats in their rearmost design driving position
and reclinable forward seat backs in their nominal design driving
position;
(b) Direction of impact shall be either:
(1) In a vertical plane parallel to the vehicle longitudinal axis;
or
(2) In a plane normal to the surface at the point of contact.
(c) For seats without head restraints installed, tests shall be
performed for each individual split or bucket seat back at points
within 100 mm left and right of its centerline, and for each bench seat
back between points 100 mm outboard of the centerline of each outboard
designated seating position;
(d) For seats having head restraints installed, each test shall be
conducted with the head restraints in place at its lowest adjusted
position, at a point on the head restraint centerline; and
(e) For a seat that is installed in more than one body style, tests
conducted at the fore and aft extremes identified by application of
subparagraph (a) shall be deemed to have demonstrated all intermediate
conditions.
S5.3 Interior compartment doors. Each interior compartment door
assembly located in an instrument panel, console assembly, seat back,
or side panel adjacent to a designated seating position shall remain
closed when tested in accordance with either S5.3.1(a) and S5.3.1(b) or
S5.3.1(a) and S5.3.1(c). Additionally, any interior compartment door
located in an instrument panel or seat back shall remain closed when
the instrument panel or seat back is tested in accordance with S5.1 and
S5.2. All interior compartment door assemblies with a locking device
must be tested with the locking device in an unlocked position.
S5.3.1 Demonstration procedures.
(a) Subject the interior compartment door latch system to an
inertia load of 10g in a horizontal transverse direction and an inertia
load of 10g in a vertical direction in accordance with the procedure
described in section 5 of SAE Recommended Practice J839b, ``Passenger
Car Side Door Latch Systems,'' May 1965, or an approved equivalent.
(b) Impact the vehicle perpendicularly into a fixed collision
barrier at a forward longitudinal velocity of 48 kilometers per hour.
(c) Subject the interior compartment door latch system to a
horizontal inertia load of 30g in a longitudinal direction in
accordance with the procedure described in section 5 of SAE Recommended
Practice J839b, ``Passenger Car Side Door Latch Systems,'' May 1965, or
an approved equivalent.
S5.4 Sun visors.
S5.4.1 A sun visor that is constructed of or covered with energy-
absorbing material shall be provided for each front outboard designated
seating position.
S5.4.2 Each sun visor mounting shall present no rigid material
edge radius of less than 3.2 mm that is statically contactable by a
spherical 165 mm diameter head form.
S5.5 Armrests.
S5.5.1 General. Each installed armrest shall conform to at least
one of the following:
(a) It shall be constructed with energy-absorbing material and
shall deflect or collapse laterally at least 50 mm without permitting
contact with any underlying rigid material.
(b) It shall be constructed with energy-absorbing material that
deflects or collapses to within 32 mm of a rigid
[[Page 16727]]
test panel surface without permitting contact with any rigid material.
Any rigid material between 13 and 32 mm from the panel surface shall
have a minimum vertical height of not less than 25 mm.
(c) Along not less than 50 continuous mm of its length, the armrest
shall, when measured vertically in side elevation, provide at least 50
mm of coverage within the pelvic impact area.
S5.5.2 Folding armrests. Each armrest that folds into the seat
back or between two seat backs shall either:
(a) Meet the requirements of S5.5.1; or
(b) Be constructed of or covered with energy-absorbing material.
S6 Requirements for upper interior components.
S6.1 Vehicles manufactured on or after September 1, 1998 and
before September 1, 2002. Except as provided in S6.3, for vehicles
manufactured on or after September 1, 1998 and before September 1,
2002, a percentage of the manufacturer's production, as specified in
S6.1.1, S6.1.2, S6.1.3, or S6.1.4, shall, when tested under the
conditions of S8, comply with the requirements specified in S7 at the
target locations specified in S10 when impacted by the free motion
headform specified in S8.9 at any speed up to and including 24
kilometers per hour. The requirements do not apply to any target that
cannot be located using the procedures of S10. The phase-in schedule
the manufacturer chooses to use during this period shall be reported to
the National Highway Traffic Safety Administration pursuant to 49 CFR
589.6.
S6.1.1 Phase-in Schedule #1
S6.1.1.1 Vehicles manufactured on or after September 1, 1998 and
before September 1, 1999. Subject to S6.1.5(a), for vehicles
manufactured by a manufacturer on or after September 1, 1998 and before
September 1, 1999, the amount of vehicles complying with S7 shall be
not less than 10 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1996 and before September 1,
1999, or
(b) The manufacturer's production on or after September 1, 1998 and
before September 1, 1999.
S6.1.1.2 Vehicles manufactured on or after September 1, 1999 and
before September 1, 2000. Subject to S6.1.5(b), for vehicles
manufactured by a manufacturer on or after September 1, 1999 and before
September 1, 2000, the amount of vehicles complying with S7 shall be
not less than 25 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1997 and before September 1,
2000, or
(b) The manufacturer's production on or after September 1, 1999 and
before September 1, 2000.
S6.1.1.3 Vehicles manufactured on or after September 1, 2000 and
before September 1, 2001. Subject to S6.1.5(c), for vehicles
manufactured by a manufacturer on or after September 1, 2000 and before
September 1, 2001, the amount of vehicles complying with S7 shall be
not less than 40 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1998 and before September 1,
2001, or
(b) The manufacturer's production on or after September 1, 2000 and
before September 1, 2001.
S6.1.1.4 Vehicles manufactured on or after September 1, 2001 and
before September 1, 2002. Subject to S6.1.5(d), for vehicles
manufactured by a manufacturer on or after September 1, 2001 and before
September 1, 2002, the amount of vehicles complying with S7 shall be
not less than 70 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1999 and before September 1,
2002, or
(b) The manufacturer's production on or after September 1, 2001 and
before September 1, 2002.
S6.1.2 Phase-in Schedule #2
S6.1.2.1 Vehicles manufactured on or after September 1, 1998 and
before September 1, 1999. Subject to S6.1.5(a), for vehicles
manufactured by a manufacturer on or after September 1, 1998 and before
September 1, 1999, the amount of vehicles complying with S7 shall be
not less than seven percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1996 and before September 1,
1999, or
(b) The manufacturer's production on or after September 1, 1998 and
before September 1, 1999.
S6.1.2.2 Vehicles manufactured on or after September 1, 1999 and
before September 1, 2000. Subject to S6.1.5(b), for vehicles
manufactured by a manufacturer on or after September 1, 1999 and before
September 1, 2000, the amount of vehicles complying with S7 shall be
not less than 31 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1997 and before September 1,
2000, or
(b) The manufacturer's production on or after September 1, 1999 and
before September 1, 2000.
S6.1.2.3 Vehicles manufactured on or after September 1, 2000 and
before September 1, 2001. Subject to S6.1.5(c), for vehicles
manufactured by a manufacturer on or after September 1, 2000 and before
September 1, 2001, the amount of vehicles complying with S7 shall be
not less than 40 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1998 and before September 1,
2001, or
(b) The manufacturer's production on or after September 1, 2000 and
before September 1, 2001.
S6.1.2.4 Vehicles manufactured on or after September 1, 2001 and
before September 1, 2002. Subject to S6.1.5(d), for vehicles
manufactured by a manufacturer on or after September 1, 2001 and before
September 1, 2002, the amount of vehicles complying with S7 shall be
not less than 70 percent of:
(a) The manufacturer's average annual production of vehicles
manufactured on or after September 1, 1999 and before September 1,
2002, or
(b) The manufacturer's production on or after September 1, 2001 and
before September 1, 2002.
S6.1.3 Phase-in Schedule #3
S6.1.3.1 Vehicles manufactured on or after September 1, 1998 and
before September 1, 1999 are not required to comply with the
requirements specified in S7.
S6.1.3.2 Vehicles manufactured on or after September 1, 1999 shall
comply with the requirements specified in S7.
S6.1.4 Phase-in Schedule #4 A final stage manufacturer or alterer
may, at its option, comply with the requirements set forth in S6.1.4.1
and S6.1.4.2.
S6.1.4.1 Vehicles manufactured on or after September 1, 1998 and
before September 1, 2002 are not required to comply with the
requirements specified in S7.
S6.1.4.2 Vehicles manufactured on or after September 1, 2002 shall
comply with the requirements specified in S7.
S6.1.5 Calculation of complying vehicles.
(a) For the purposes of complying with S6.1.1.1 or S6.1.2.1, a
manufacturer may count a vehicle if it is manufactured on or after May
8, 1997, but before September 1, 1999.
(b) For the purposes of complying with S6.1.1.2 or S6.1.2.2, a
manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September
1, 2000, and
(2) Is not counted toward compliance with S6.1.1.1 or S6.1.2.1, as
appropriate.
(c) For the purposes of complying with S6.1.1.3 or S6.1.2.3, a
manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September
1, 2001, and
(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2,
S6.1.2.1, or S6.1.2.2, as appropriate.
[[Page 16728]]
(d) For the purposes of complying with S6.1.1.4 or S6.1.2.4, a
manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September
1, 2002, and
(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2,
S6.1.1.3, S6.1.2.1, S6.1.2.2, or S6.1.2.3, as appropriate.
S6.1.6 Vehicles produced by more than one manufacturer.
S6.1.6.1 For the purpose of calculating average annual production
of vehicles for each manufacturer and the number of vehicles
manufactured by each manufacturer under S6.1.1 through S6.1.4, a
vehicle produced by more than one manufacturer shall be attributed to a
single manufacturer as follows, subject to S6.1.6.2.
(a) A vehicle which is imported shall be attributed to the
importer.
(b) A vehicle manufactured in the United States by more than one
manufacturer, one of which also markets the vehicle, shall be
attributed to the manufacturer which markets the vehicle.
S6.1.6.2 A vehicle produced by more than one manufacturer shall be
attributed to any one of the vehicle's manufacturers specified by an
express written contract, reported to the National Highway Traffic
Safety Administration under 49 CFR part 589, between the manufacturer
so specified and the manufacturer to which the vehicle would otherwise
be attributed under S6.1.6.1.
S6.2 Vehicles manufactured on or after September 1, 2002. Except
as provided in S6.3, vehicles manufactured on or after September 1,
2002 shall, when tested under the conditions of S8, comply with the
requirements specified in S7 at the target locations specified in S10
when impacted by the free motion headform specified in S8.9 at any
speed up to and including 24 kilometers per hour. The requirements do
not apply to any target that cannot be located using the procedures of
S10.
S6.3 A vehicle need not meet the requirements of S6.1 through S6.2
for:
(a) Any target located on a convertible roof frame or a convertible
roof linkage mechanism.
(b) Any target located rearward of a vertical plane 600 mm behind
the seating reference point of the rearmost designated seating
position.
(c) Any target located rearward of a vertical plane 600 mm behind
the seating reference point of the driver's seating position in an
ambulance or a motor home.
(d) Any target in a walk-in van-type vehicles.
S7 Performance Criterion. The HIC(d) shall not exceed 1000 when
calculated in accordance with the following formula:
(a) HIC(d) = 0.75446 (free motion headform HIC) + 166.4.
(b) The free motion headform HIC is calculated in accordance with
the following formula:
[GRAPHIC] [TIFF OMITTED] TR08AP97.018
Where the term a is the resultant acceleration expressed as a
multiple of g (the acceleration of gravity), and t1 and t2 are any two
points in time during the impact which are separated by not more than a
36 millisecond time interval.
S8 Target location and test conditions. The vehicle shall be
tested and the targets specified in S10 located under the following
conditions.
S8.1 Vehicle test attitude.
(a) The vehicle is supported off its suspension at an attitude
determined in accordance with S8.1(b).
(b) Directly above each wheel opening, determine the vertical
distance between a level surface and a standard reference point on the
test vehicle's body under the conditions of S8.1(b)(1) through
S8.1(b)(3).
(1) The vehicle is loaded to its unloaded vehicle weight, plus its
rated cargo and luggage capacity or 136 kg, whichever is less, secured
in the luggage area. The load placed in the cargo area is centered over
the longitudinal centerline of the vehicle.
(2) The vehicle is filled to 100 percent of all fluid capacities.
(3) All tires are inflated to the manufacturer's specifications
listed on the vehicle's tire placard.
S8.2 Windows and Sunroofs.
(a) Movable vehicle windows are placed in the fully open position.
(b) For testing, any window on the opposite side of the
longitudinal centerline of the vehicle from the target to be impacted
may be removed.
(c) For testing, movable sunroofs are placed in the fully open
position.
S8.3 Convertible tops. The top, if any, of convertibles and open-
body type vehicles is in the closed passenger compartment
configuration.
S8.4 Doors.
(a) Except as provided in S8.4(b) or S8.4(c), doors, including any
rear hatchback or tailgate, are fully closed and latched but not
locked.
(b) During testing, any side door on the opposite side of the
longitudinal centerline of the vehicle from the target to be impacted
may be open or removed.
(c) During testing, any rear hatchback or tailgate may be open or
removed for testing any target except targets on the rear header,
rearmost pillars, or the rearmost other side rail on either side of the
vehicle.
S8.5 Sun visors. Each sun visor shall be placed in any position
where one side of the visor is in contact with the vehicle interior
surface (windshield, side rail, front header, roof, etc.).
S8.6 Steering wheel and seats.
(a) During targeting, the steering wheel and seats may be placed in
any position intended for use while the vehicle is in motion.
(b) During testing, the steering wheel and seats may be removed
from the vehicle.
S8.7 Seat belt anchorages. If a target is on a seat belt
anchorage, and if the seat belt anchorage is adjustable, tests are
conducted with the anchorage adjusted to a point midway between the two
extreme adjustment positions. If the anchorage has distinct adjustment
positions, none of which is midway between the two extreme positions,
tests are conducted with the anchorage adjusted to the nearest position
above the midpoint of the two extreme positions.
S8.8 Temperature and humidity.
(a) The ambient temperature is between 19 degrees C. and 26 degrees
C., at any relative humidity between 10 percent and 70 percent.
(b) Tests are not conducted unless the headform specified in S8.9
is exposed to the conditions specified in S8.8(a) for a period not less
than four hours.
S8.9 Headform. The headform used for testing conforms to the
specifications of part 572, subpart L of this chapter.
S8.10 Forehead impact zone. The forehead impact zone of the
headform is determined according to the procedure specified in (a)
through (f).
(a) Position the headform so that the baseplate of the skull is
horizontal. The midsagittal plane of the headform is designated as
Plane S.
(b) From the center of the threaded hole on top of the headform,
draw a 69 mm line forward toward the forehead, coincident with Plane S,
along the contour of the outer skin of the headform. The front end of
the line is designated as Point P. From Point P, draw a 100 mm line
forward toward the forehead, coincident with Plane S, along the contour
of the outer skin of the headform. The front end of the line is
designated as Point O.
(c) Draw a 125 mm line which is coincident with a horizontal plane
along the contour of the outer skin of the forehead from left to right
through Point O so that the line is bisected at Point O.
[[Page 16729]]
The end of the line on the left side of the headform is designated as
Point a and the end on the right as Point b.
(d) Draw another 125 mm line which is coincident with a vertical
plane along the contour of the outer skin of the forehead through Point
P so that the line is bisected at Point P. The end of the line on the
left side of the headform is designated as Point c and the end on the
right as Point d.
(e) Draw a line from Point a to Point c along the contour of the
outer skin of the headform using a flexible steel tape. Using the same
method, draw a line from Point b to Point d.
(f) The forehead impact zone is the surface area on the FMH
forehead bounded by lines a-O-b and c-P-d, and a-c and b-d.
S8.11 Target circle. The area of the vehicle to be impacted by the
headform is marked with a solid circle 12.7 mm in diameter, centered on
the targets specified in S10, using any transferable opaque coloring
medium.
S8.12 Location of head center of gravity.
(a) Location of head center of gravity for front outboard
designated seating positions (CG-F). For determination of head center
of gravity, all directions are in reference to the seat orientation.
(1) Location of rearmost CG-F (CG-F2). For front outboard
designated seating positions, the head center of gravity with the seat
in its rearmost adjustment position (CG-F2) is located 160 mm rearward
and 660 mm upward from the seating reference point.
(2) Location of forwardmost CG-F (CG-F1). For front outboard
designated seating positions, the head center of gravity with the seat
in its forwardmost adjustment position (CG-F1) is located horizontally
forward of CG-F2 by the distance equal to the fore-aft distance of the
seat track.
(b) Location of head center of gravity for rear outboard designated
seating positions (CG-R). For rear outboard designated seating
positions, the head center of gravity (CG-R) is located 160 mm
rearward, relative to the seat orientation, and 660 mm upward from the
seating reference point.
S8.13 Impact configuration.
S8.13.1 The headform is launched from any location inside the
vehicle which meets the conditions of S8.13.4. At the time of launch,
the midsagittal plane of the headform is vertical and the headform is
upright.
S8.13.2 The headform travels freely through the air, along a
velocity vector that is perpendicular to the headform's skull cap
plate, not less than 25 mm before making any contact with the vehicle.
S8.13.3 At the time of initial contact between the headform and
the vehicle interior surface, some portion of the forehead impact zone
of the headform contacts some portion of the target circle.
S8.13.4 Approach Angles. The headform launching angle is as
specified in Table 1. For components for which Table 1 specifies a
range of angles, the headform launching angle is within the limits
determined using the procedures specified in S8.13.4.1 and S8.13.4.2,
and within the range specified in Table I, using the orthogonal
reference system specified in S9.
Table 1.--Approach Angle Limits
[In degrees]
------------------------------------------------------------------------
Vertical
Target component Horizontal angle angle
------------------------------------------------------------------------
Front Header.......................... 180 0-50
Rear Header........................... 0 or 360 0-50
Left Side Rail........................ 270 0-50
Right Side Rail....................... 90 0-50
Left Sliding Door Track............... 270 0-50
Right Sliding Door Track.............. 90 0-50
Left A-Pillar......................... 195-255 -5-50
Right A-Pillar........................ 105-165 -5-50
Left B-Pillar......................... 195-345 -10-50
Right B-Pillar........................ 15-165 -10-50
Other Left Pillars.................... 270 -10-50
Other Right Pillars................... 90 -10-50
Left Rearmost Pillar.................. 270-345 -10-50
Right Rearmost Pillar................. 15-90 -10-50
Upper Roof............................ Any 0-50
Overhead Rollbar...................... 0 or 180 0-50
Brace or Stiffener.................... 90 or 270 0-50
Seat Belt Anchorages.................. Any 0-50
------------------------------------------------------------------------
S8.13.4.1 Horizontal Approach Angles for Headform Impacts.
(a) Left A-Pillar Horizontal Approach Angles.
(1) Locate a line formed by the shortest horizontal distance
between CG-F1 for the left seat and the right A-pillar. The maximum
horizontal approach angle for the left A-pillar equals 360 degrees
minus the angle formed by that line and the X-axis of the vehicle,
measured counterclockwise.
(2) Locate a line formed by the shortest horizontal distance
between CG-F2 for the left seat and the left A-pillar. The minimum
horizontal approach angle for the left A-pillar impact equals the angle
formed by that line and the X-axis of the vehicle, measured
counterclockwise.
(b) Right A-Pillar Horizontal Approach Angles.
(1) Locate a line formed by the shortest horizontal distance
between CG-F1 for the right seat and the left A-pillar. The minimum
horizontal approach angle for the right A-pillar equals 360 degrees
minus the angle formed by that line and the X-axis of the vehicle,
measured counterclockwise.
(2) Locate a line formed by the shortest horizontal distance
between CG-F2 for the right seat and the right A-pillar. The maximum
horizontal approach angle for the right A-pillar impact equals the
angle formed by that line and the X-axis of the vehicle measured
counterclockwise.
(c) Left B-Pillar Horizontal Approach Angles.
(1) Locate a line formed by the shortest horizontal distance
between CG-F2 for the left seat and the left B-pillar. The maximum
horizontal approach angle for the left B-pillar equals the angle formed
by that line and the X-axis of the vehicle measured counterclockwise,
or 270 degrees, whichever is greater.
(2) Locate a line formed by the shortest horizontal distance
between CG-R for the left seat and the left B-pillar. The minimum
horizontal approach angle for the left B-pillar equals the angle formed
by that line and the X-axis of the vehicle measured counterclockwise.
(d) Right B-Pillar Horizontal Approach Angles.
(1) Locate a line formed by the shortest horizontal distance
between CG-F2 for the right seat and the right B-pillar. The minimum
horizontal approach angle for the right B-pillar equals the angle
formed by that line and the X-axis of the vehicle measured
counterclockwise, or 90 degrees, whichever is less.
(2) Locate a line formed by the shortest horizontal distance
between CG-R for the right seat and the right B-pillar. The maximum
horizontal approach angle for the right B-pillar equals the angle
between that line and the X-axis of the vehicle measured
counterclockwise.
S8.13.4.2 Vertical Approach Angles
(a) Position the forehead impact zone in contact with the selected
target at the prescribed horizontal approach angle. If a range of
horizontal approach angles is prescribed, position the forehead impact
zone in contact with the selected target at any horizontal approach
angle within the range which may be used for testing.
(b) Keeping the forehead impact zone in contact with the target,
rotate the FMH upward until the lip, chin or other part of the FMH
contacts the component or other portion of the vehicle interior.
(1) Except as provided in S8.13.4.2(b)(2), keeping the forehead
impact zone in contact with the target, rotate the FMH downward by 5
degrees
[[Page 16730]]
for each target to determine the maximum vertical angle.
(2) For all pillars except A-Pillars, keeping the forehead impact
zone in contact with the target, rotate the FMH downward by 10 degrees
for each target to determine the maximum vertical angle.
S8.14 Multiple impacts.
(a) A vehicle being tested may be impacted multiple times, subject
to the limitations in S8.14 (b) and (c).
(b) As measured as provided in S8.14(d), impacts within 300 mm of
each other may not occur less than 30 minutes apart.
(c) As measured as provided in S8.14(d), no impact may occur within
150 mm of any other impact.
(d) For S8.14(b) and S8.14(c), the distance between impacts is the
distance between the centers of the target circle specified in S8.11
for each impact, measured along the vehicle interior.
S8.15 Upper Roof. The upper roof of a vehicle is determined
according to the procedure specified in S8.15 (a) through (h).
(a) Locate the transverse vertical plane A at the forwardmost point
where it contacts the interior roof (including trim) at the vehicle
centerline.
(b) Locate the transverse vertical plane B at the rearmost point
where it contacts the interior roof (including trim) at the vehicle
centerline.
(c) Measure the horizontal distance (D1) between Plane A and Plane
B.
(d) Locate the vertical longitudinal plane C at the leftmost point
at which a vertical transverse plane, located 300 mm rearward of the A-
pillar reference point described in S10.1(a), contacts the interior
roof (including trim).
(e) Locate the vertical longitudinal plane D at the rightmost point
at which a vertical transverse plane, located 300 mm rearward of the A-
pillar reference point described in S10.1(a), contacts the interior
roof (including trim).
(f) Measure the horizontal distance (D2) between Plane C and Plane
D.
(g) Locate a point (Point M) on the interior roof surface, midway
between Plane A and Plane B along the vehicle longitudinal centerline.
(h) The upper roof zone is the area of the vehicle upper interior
surface bounded by the four planes described in S8.15(h)(1) and
S8.15(h)(2):
(1) A transverse vertical plane E located at a distance of (.35 D1)
forward of Point M and a transverse vertical plane F located at a
distance of (.35 D1) rearward of Point M, measured horizontally.
(2) A longitudinal vertical plane G located at a distance of (.35
D2) to the left of Point M and a longitudinal vertical plane H located
at a distance of (.35 D2) to the right of Point M, measured
horizontally.
S9. Orthogonal Reference System. The approach angles specified in
S8.13.4 are determined using the reference system specified in S9.1
through S9.4.
S9.1 An orthogonal reference system consisting of a longitudinal X
axis and a transverse Y axis in the same horizontal plane and a
vertical Z axis through the intersection of X and Y is used to define
the horizontal direction of approach of the headform. The X-Z plane is
the vertical longitudinal zero plane and is parallel to the
longitudinal centerline of the vehicle. The X-Y plane is the horizontal
zero plane parallel to the ground. The Y-Z plane is the vertical
transverse zero plane that is perpendicular to the X-Y and X-Z planes.
The X coordinate is negative forward of the Y-Z plane and positive to
the rear. The Y coordinate is negative to the left of the X-Z plane and
positive to the right. The Z coordinate is negative below the X-Y plane
and positive above it. (See Figure 1.)
S9.2 The origin of the reference system is the center of gravity
of the headform at the time immediately prior to launch for each test.
S9.3 The horizontal approach angle is the angle between the X axis
and the headform impact velocity vector projected onto the horizontal
zero plane, measured in the horizontal zero plane in the counter-
clockwise direction. A 0 degree horizontal vector and a 360 degree
horizontal vector point in the positive X direction; a 90 degree
horizontal vector points in the positive Y direction; a 180 degree
horizontal vector points in the negative X direction; and a 270
horizontal degree vector points in the negative Y direction. (See
Figure 2.)
S9.4 The vertical approach angle is the angle between the
horizontal plane and the velocity vector, measured in the midsagittal
plane of the headform. A 0 degree vertical vector in Table I coincides
with the horizontal plane and a vertical vector of greater than 0
degrees in Table I makes a upward angle of the same number of degrees
with that plane.
S10 Target Locations.
(a) The target locations specified in S10.1 through S10.13 are
located on both sides of the vehicle and, except as specified in
S10(b), are determined using the procedures specified in those
paragraphs.
(b) Except as specified in S10(c), if there is no combination of
horizontal and vertical angles specified in S8.13.4 at which the
forehead impact zone of free motion headform can contact one of the
targets located using the procedures in S10.1 through S10.13, the
center of that target is moved to any location within a sphere with a
radius of 25 mm, centered on the center of the original target and
measured along the vehicle interior, which the forehead impact zone can
contact at one or more combination of angles.
(c) If there is no point within the sphere specified in S10(b)
which the forehead impact zone of the free motion headform can contact
at one or more combination of horizontal and vertical angles specified
in S8.13.4, the radius of the sphere is increased by 25 mm increments
until the sphere contains at least one point that can be contacted at
one or more combination of angles.
S10.1 A-pillar targets
(a) A-pillar reference point and target AP1. On the vehicle
exterior, locate a transverse vertical plane (Plane 1) which contacts
the rearmost point of the windshield trim. The intersection of Plane 1
and the vehicle exterior surface is Line 1. Measuring along the vehicle
exterior surface, locate a point (Point 1) on Line 1 that is 125 mm
inboard of the intersection of Line 1 and a vertical plane tangent to
the vehicle at the outboardmost point on Line 1 with the vehicle side
door open. Measuring along the vehicle exterior surface in a
longitudinal vertical plane (Plane 2) passing through Point 1, locate a
point (Point 2) 50 mm rearward of Point 1. Locate the A-pillar
reference point (Point APR) at the intersection of the interior roof
surface and a line that is perpendicular to the vehicle exterior
surface at Point 2. Target AP1 is located at point APR.
(b) Target AP2. Locate the horizontal plane (Plane 3) which
intersects point APR. Locate the horizontal plane (Plane 4) which is 88
mm below Plane 3. Target AP2 is the point in Plane 4 and on the A-
pillar which is closest to CG-F2 for the nearest seating position.
(c) Target AP3. Locate the horizontal plane (Plane 5) containing
the highest point at the intersection of the dashboard and the A-
pillar. Locate a horizontal plane (Plane 6) half-way between Plane 3
and Plane 5. Target AP3 is the point on Plane 6 and the A-pillar which
is closest to CG-F1 for the nearest seating position.
S10.2 B-pillar targets.
(a) B-pillar reference point and target BP1. Locate the point
(Point 3) on the vehicle interior at the intersection of the horizontal
plane passing through the highest point of the forwardmost door opening
and the centerline of the width of the B-pillar, as viewed laterally.
Locate a transverse vertical plane (Plane
[[Page 16731]]
7) which passes through Point 3. Locate the point (Point 4) at the
intersection of the interior roof surface, Plane 7, and the plane,
described in S8.15(h), defining the nearest edge of the upper roof. The
B-pillar reference point (Point BPR) is the point located at the middle
of the line from Point 3 to Point 4 in Plane 7, measured along the
vehicle interior surface. Target BP1 is located at Point BPR.
(b) Target BP2. If a seat belt anchorage is located on the B-
pillar, Target BP2 is located at any point on the anchorage.
(c) Target BP3. Target BP3 is located in accordance with this
paragraph. Locate a horizontal plane (Plane 8) which intersects Point
BPR. Locate a horizontal plane (Plane 9) which passes through the
lowest point of the daylight opening forward of the pillar. Locate a
horizontal plane (Plane 10) half-way between Plane 8 and Plane 9.
Target BP3 is the point located in Plane 10 and on the interior surface
of the B-pillar, which is closest to CG-F(2) for the nearest seating
position.
(d) Target BP4. Locate a horizontal plane (Plane 11) half-way
between Plane 9 and Plane 10. Target BP4 is the point located in Plane
11 and on the interior surface of the B-pillar which is closest to CG-R
for the nearest seating position.
S10.3 Other pillar targets.
(a) Target OP1.
(1) Except as provided in S10.3(a)(2), target OP1 is located in
accordance with this paragraph. Locate the point (Point 5), on the
vehicle interior, at the intersection of the horizontal plane through
the highest point of the highest adjacent door opening or daylight
opening (if no adjacent door opening) and the centerline of the width
of the other pillar, as viewed laterally. Locate a transverse vertical
plane (Plane 12) passing through Point 5. Locate the point (Point 6) at
the intersection of the interior roof surface, Plane 12 and the plane,
described in S8.15(h), defining the nearest edge of the upper roof. The
other pillar reference point (Point OPR) is the point located at the
middle of the line between Point 5 and Point 6 in Plane 12, measured
along the vehicle interior surface. Target OP1 is located at Point OPR.
(2) If a seat belt anchorage is located on the pillar, Target OP1
is any point on the anchorage.
(b) Target OP2. Locate the horizontal plane (Plane 13) intersecting
Point OPR. Locate a horizontal plane (Plane 14) passing through the
lowest point of the daylight opening forward of the pillar. Locate a
horizontal plane (Plane 15) half-way between Plane 13 and Plane 14.
Target OP2 is the point located on the interior surface of the pillar
at the intersection of Plane 15 and the centerline of the width of the
pillar, as viewed laterally.
S10.4 Rearmost pillar targets
(a) Rearmost pillar reference point and target RP1. Locate the
point (Point 7) at the corner of the upper roof nearest to the pillar.
The distance between Point M, as described in S8.15(g), and Point 7, as
measured along the vehicle interior surface, is D. Extend the line from
Point M to Point 7 along the vehicle interior surface in the same
vertical plane by (3*D/7) beyond Point 7 or until the edge of a
daylight opening, whichever comes first, to locate Point 8. The
rearmost pillar reference point (Point RPR) is at the midpoint of the
line between Point 7 and Point 8, measured along the vehicle interior.
Target RP1 is located at Point RPR.
(b) Target RP2.
(1) Except as provided in S10.4(b)(2), target RP2 is located in
accordance with this paragraph. Locate the horizontal plane (Plane 16)
through Point RPR. Locate the horizontal plane (Plane 17) 150 mm below
Plane 16. Target RP2 is located in Plane 17 and on the pillar at the
location closest to CG-R for the nearest designated seating position.
(2) If a seat belt anchorage is located on the pillar, Target RP2
is any point on the anchorage.
S10.5 Front header targets.
(a) Target FH1. Locate the contour line (Line 2) on the vehicle
interior trim which passes through the APR and is parallel to the
contour line (Line 3) at the upper edge of the windshield on the
vehicle interior. Locate the point (Point 9) on Line 2 that is 125 mm
inboard of the APR, measured along that line. Locate a longitudinal
vertical plane (Plane 18) that passes through Point 9. Target FH1 is
located at the intersection of Plane 18 and the upper vehicle interior,
halfway between a transverse vertical plane (Plane 19) through Point 9
and a transverse vertical plane (Plane 20) through the intersection of
Plane 18 and Line 3.
(b) Target FH2.
(1) Except as provided in S10.5(b)(2), target FH2 is located in
accordance with this paragraph. Locate a point (Point 10) 275 mm
inboard of Point APR, along Line 2. Locate a longitudinal vertical
plane (Plane 21) that passes through Point 10. Target FH2 is located at
the intersection of Plane 21 and the upper vehicle interior, halfway
between a transverse vertical plane (Plane 22) through Point 10 and a
transverse vertical plane (Plane 23) through the intersection of Plane
21 and Line 3.
(2) If a sun roof opening is located forward of the front edge of
the upper roof and intersects the mid-sagittal plane of a dummy seated
in either front outboard seating position, target FH2 is the nearest
point that is forward of a transverse vertical plane (Plane 24) through
CG-F(2) and on the intersection of the mid-sagittal plane and the
interior sunroof opening.
S10.6 Targets on the side rail between the A-pillar and the B-
pillar or rearmost pillar in vehicles with only two pillars on each
side of the vehicle.
(a) Target SR1. Locate a transverse vertical plane (Plane 25) 150
mm rearward of Point APR. Locate the point (Point 11) at the
intersection of Plane 25 and the upper edge of the forwardmost door
opening. Locate the point (Point 12) at the intersection of the
interior roof surface, Plane 25 and the plane, described in S8.15(h),
defining the nearest edge of the upper roof. Target SR1 is located at
the middle of the line between Point 11 and Point 12 in Plane 25,
measured along the vehicle interior.
(b) Target SR2. Locate a transverse vertical plane (Plane 26) 300
mm rearward of the APR or 300 mm forward of the BPR (or the RPR in
vehicles with no B-pillar). Locate the point (Point 13) at the
intersection of Plane 26 and the upper edge of the forwardmost door
opening. Locate the point (Point 14) at the intersection of the
interior roof surface, Plane 26 and the plane, described in S8.15(h),
defining the nearest edge of the upper roof. Target SR2 is located at
the middle of the line between Point 13 and Point 14 in Plane 26,
measured along the vehicle interior.
S10.7 Other side rail target (target SR3).
(a) Except as provided in S10.7(b), target SR3 is located in
accordance with this paragraph. Locate a transverse vertical plane
(Plane 27) 150 mm rearward of either Point BPR or Point OPR. Locate the
point (Point 15) as provided in either S10.7(a)(1) or S10.7(a)(2), as
appropriate. Locate the point (Point 16) at the intersection of the
interior roof surface, Plane 27 and the plane, described in S8.15(h),
defining the nearest edge of the upper roof. Target SR3 is located at
the middle of the line between Point 15 and Point 16 in Plane 27,
measured along the vehicle interior surface.
(1) If Plane 27 intersects a door or daylight opening, the Point 15
is located at the intersection of Plane 27 and the upper edge of the
door opening or daylight opening.
(2) If Plane 27 does not intersect a door or daylight opening, the
Point 15 is located on the vehicle interior at the intersection of
Plane 27 and the horizontal plane through the highest point of the door
or daylight opening nearest Plane 27. If the adjacent door(s)
[[Page 16732]]
or daylight opening(s) are equidistant to Plane 27, Point 15 is located
on the vehicle interior at the intersection of Plane 27 and either
horizontal plane through the highest point of each door or daylight
opening.
(b) Except as provided in S10.7(c), if a grab handle is located on
the side rail, target SR3 is located at any point on the anchorage of
the grab-handle. Folding grab-handles are in their stowed position for
testing.
(c) If a seat belt anchorage is located on the side rail, target
SR3 is located at any point on the anchorage.
S10.8 Rear header target (target RH). Locate the point (Point 17)
at the intersection of the surface of the upper vehicle interior, the
mid-sagittal plane (Plane 28) of the outboard rearmost dummy and the
plane, described in S8.15(h), defining the rear edge of the upper roof.
Locate the point (Point 18) as provided in S10.8(a) or S10.8(b), as
appropriate. Except as provided in S10.8(c), Target RH is located at
the mid-point of the line that is between Point 17 and Point 18 and is
in Plane 28, as measured along the surface of the vehicle interior.
(a) If Plane 28 intersects a rear door opening or daylight opening,
then Point 18 is located at the intersection of Plane 28 and the upper
edge of the door opening or the daylight opening (if no door opening).
(b) If Plane 28 does not intersect a rear door opening or daylight
opening, then Point 18 is located on the vehicle interior at the
intersection of Plane 28 and a horizontal plane through the highest
point of the door or daylight opening nearest to Plane 28. If the
adjacent door(s) or daylight opening(s) are equidistant to Plane 28,
Point 18 is located on the vehicle interior at the intersection of
Plane 28 and either horizontal plane through the highest point of each
door or daylight opening.
(c) If Target RH is more than 112 mm from Point 18 on the line that
is between Point 17 and Point 18 and is in Plane 28, as measured along
the surface of the vehicle interior, then Target RH is the point on
that line which is 112 mm from Point 18.
S10.9 Upper roof target (target UR). Target UR is any point on the
upper roof.
S10.10 Sliding door track target (target SD). Locate the
transverse vertical plane (Plane 29) passing through the middle of the
widest opening of the sliding door, measured horizontally and parallel
to the vehicle longitudinal centerline. Locate the point (Point 19) at
the intersection of the surface of the upper vehicle interior, Plane 29
and the plane, described in S8.15(h), defining the nearest edge of the
upper roof. Locate the point (Point 20) at the intersection of Plane 29
and the upper edge of the sliding door opening. Target SD is located at
the middle of the line between Point 19 and Point 20 in Plane 29,
measured along the vehicle interior.
S10.11 Roll-bar targets.
(a) Target RB1. Locate a longitudinal vertical plane (Plane 30) at
the mid-sagittal plane of a dummy seated in any outboard designated
seating position. Target RB1 is located on the roll-bar and in Plane 30
at the location closest to either CG-F2 or CG-R, as appropriate, for
the same dummy.
(b) Target RB2. If a seat belt anchorage is located on the roll-
bar, Target RB2 is any point on the anchorage.
S10.12 Stiffener targets.
(a) Target ST1. Locate a transverse vertical plane (Plane 31)
containing either CG-F2 or CG-R, as appropriate, for any outboard
designated seating position. Target ST1 is located on the stiffener and
in Plane 31 at the location closest to either CG-F2 or CG-R, as
appropriate.
(b) Target ST2. If a seat belt anchorage is located on the
stiffener, Target ST2 is any point on the anchorage.
S10.13 Brace target (target BT) Target BT is any point on the
width of the brace as viewed laterally from inside the passenger
compartment.
BILLING CODE 4910-59-P
[[Page 16733]]
[GRAPHIC] [TIFF OMITTED] TR08AP97.008
[[Page 16734]]
[GRAPHIC] [TIFF OMITTED] TR08AP97.009
BILLING CODE 4910-59-C
[[Page 16735]]
PART 589--[AMENDED]
3. The authority citation for Part 589 continues to read as
follows:
Authority: 15 U.S.C. 1392, 1401, 1407; delegation of authority
at 49 CFR 1.50.
4. Section 589.1 is revised to read as follows:
Sec. 589.1 Scope.
This part establishes requirements for manufacturers of passenger
cars and trucks and multipurpose passenger vehicles with a gross
vehicle weight rating of 4,536 kilograms or less and buses with a gross
vehicle weight rating of 3,860 kilograms or less to respond to NHTSA
inquiries, to submit a report, and maintain records related to the
report, concerning the number of such vehicles that meet the upper
interior component head impact protection requirements of Standard No.
201, Occupant protection in interior impact (49 CFR 571.201).
5. Section 589.2 is revised to read as follows:
Sec. 589.2 Purpose.
This purpose of these reporting requirements is to aid the National
Highway Traffic Safety Administration in determining whether a
manufacturer of passenger cars and trucks and multipurpose passenger
vehicles with a gross vehicle weight rating of 4,536 kilograms or less
and buses with a gross vehicle weight rating of 3,860 kilograms or less
has complied with the upper interior component head impact protection
requirements of Standard No. 201.
6. Section 589.3 is revised to read as follows:
Sec. 589.3 Applicability.
This part applies to manufacturers of passenger cars and trucks and
multipurpose passenger vehicles with a gross vehicle weight rating of
4,536 kilograms or less and buses with a gross vehicle weight rating of
3,860 kilograms or less. However, this part does not apply to any
manufacturers whose production consists exclusively of walk-in vans,
vehicles manufactured in two or more stages, and vehicles that are
altered after previously having been certified in accordance with part
567 of this chapter.
7. Section 589.5 is revised to read as follows:
Sec. 589.5 Response to inquiries.
During the production years ending August 31, 1999, August 31,
2000, August 31, 2001, and August 31, 2002, each manufacturer shall,
upon request from the Office of Vehicle Safety Compliance, provide
information regarding which vehicle make/models are certified as
complying with the requirements of S6 of Standard No. 201.
8. Part 589.6 is revised to read as follows:
Sec. 589.6 Reporting requirements.
(a) Phase-in selection reporting requirement. Within 60 days after
the end of the production year ending August 31, 1999, each
manufacturer choosing to comply with one of the phase-in schedules
permitted by S6.1 of 49 CFR 571.201 shall submit a report to the
National Highway Traffic Safety Administration stating which phase-in
schedule it will comply with until September 1, 2002. Each report
shall--
(1) Identify the manufacturer;
(2) State the full name, title, and address of the official
responsible for preparing the report;
(3) Identify the section number for the phase-in schedule selected;
(4) Be written in the English language; and
(5) Be submitted to: Administrator, National Highway Traffic Safety
Administration, 400 Seventh Street, SW, Washington, DC 20590.
(b) General reporting requirements. Within 60 days after the end of
the production years ending August 31, 1999, August 31, 2000, August
31, 2001, and August 31, 2002, each manufacturer shall submit a report
to the National Highway Traffic Safety Administration concerning its
compliance with the upper interior component head impact protection
requirements of Standard No. 201 for its passenger cars, trucks, buses
and multipurpose passenger vehicles produced in that year. Each report
shall--
(1) Identify the manufacturer;
(2) State the full name, title, and address of the official
responsible for preparing the report;
(3) Identify the production year being reported on;
(4) Contain a statement regarding whether or not the manufacturer
complied with the upper interior component head impact protection
requirements of the amended Standard No. 201 for the period covered by
the report and the basis for that statement;
(5) Provide the information specified in Sec. 589.6(c);
(6) Be written in the English language; and
(7) Be submitted to: Administrator, National Highway Traffic Safety
Administration, 400 Seventh Street, SW, Washington, DC 20590.
(c) Report content--(1) Basis for phase-in production goals. Each
manufacturer shall provide the number of passenger cars and trucks and
multipurpose passenger vehicles with a GVWR of 4,536 kilograms or less
and buses with a GVWR of 3,860 kilograms or less manufactured for sale
in the United States for each of the three previous production years,
or, at the manufacturer's option, for the current production year. A
new manufacturer that has not previously manufactured passenger cars
and trucks and multipurpose passenger vehicles with a GVWR of 4,536
kilograms or less and buses with a GVWR of 3,860 kilograms or less for
sale in the United States must report the number of such vehicles
manufactured during the current production year. However, manufacturers
are not required to report any information with respect to those
vehicles that are walk-in van type vehicles, vehicles manufactured in
two or more stages, and/or vehicles that are altered after previously
having been certified in accordance with part 567 of this chapter.
(2) Production. Each manufacturer shall report for the production
year for which the report is filed the number of passenger cars and
multipurpose passenger vehicles and trucks with a GVWR of 4,536
kilograms or less and buses with a GVWR of 3,860 kilograms or less that
meet the upper interior component head impact protection requirements
(S6) of Standard No. 201.
(3) Vehicles produced by more than one manufacturer. Each
manufacturer whose reporting of information is affected by one or more
of the express written contracts permitted by S6.1.6.2 of Standard No.
201 shall:
(i) Report the existence of each contract, including the names of
all parties to the contract, and explain how the contract affects the
report being submitted.
(ii) Report the actual number of vehicles covered by each contract.
9. Section 589.7 is revised to read as follows:
Sec. 589.7 Records.
Each manufacturer shall maintain records of the Vehicle
Identification Number for each passenger car, multipurpose passenger
vehicle, truck and bus for which information is reported under
Sec. 589.6(c)(2) until December 31, 2003.
10. Section 589.8 is revised to read as follows:
Sec. 589.8 Petition to extend period to file report.
A petition for extension of the time to submit a report must be
received not later than 15 days before expiration of the time stated in
Sec. 589.6(b). The
[[Page 16736]]
petition must be submitted to: Administrator, National Highway Traffic
Safety Administration, 400 Seventh Street, SW, Washington, DC 20590.
The filing of a petition does not automatically extend the time for
filing a report. A petition will be granted only if the petitioner
shows good cause for the extension, and if the extension is consistent
with the public interest.
Issued on April 1, 1997.
Ricardo Martinez,
Administrator.
[FR Doc. 97-8826 Filed 4-7-97; 8:45 am]
BILLING CODE 4910-59-P
