[Federal Register Volume 62, Number 46 (Monday, March 10, 1997)]
[Rules and Regulations]
[Pages 10710-10730]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-5723]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 571

[Docket No. 95-28; Notice 10]
RIN 2127-AF73


Federal Motor Vehicle Safety Standards; Lamps, Reflective Devices 
and Associated Equipment

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

ACTION: Final rule.

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SUMMARY: This document amends Standard No. 108, the Federal motor 
vehicle safety standard on lighting, to afford an option to existing 
headlamp aiming specifications which is intended to improve the 
objectivity and accuracy of motor vehicle headlamp aim when headlamps 
are aimed visually and/or optically. The rule reflects the consensus of 
NHTSA's Advisory Committee on Regulatory Negotiation concerning the 
improvement of headlamp aimability performance and visual/optical 
headlamp aiming. The Committee was composed of representatives of 
government, industry, and consumer interest groups.

DATES: The rule is effective May 1, 1997. Petitions for reconsideration 
must be filed not later than April 24, 1997.

ADDRESSES: Petitions for reconsideration should refer to Docket No. 95-
28; Notice 10, and must be submitted to: Docket Section, Room 5109, 400 
Seventh Street, SW., Washington, DC 20590. (Docket hours are from 9:30 
a.m. to 4:00 p.m.).


[[Page 10711]]


FOR FURTHER INFORMATION CONTACT: (NHTSA Advisory Committee 
representative) Steve Kratzke, Office of Safety Performance Standards, 
NHTSA (Phone: 202-366-5203; FAX: 202-366-4329); (technical information) 
Rich Van Iderstine, Office of Safety Performance Standards, NHTSA 
(Phone: 202-366-5275; FAX: 202-366-4329); (legal information) Taylor 
Vinson, Office of Chief Counsel, NHTSA (Phone: 202-366-5263; FAX: 202-
366-3820).

SUPPLEMENTARY INFORMATION:

I. Background

    On June 9, 1995, at 60 FR 30506, the National Highway Traffic 
Safety Administration (NHTSA) published a notice of intent to establish 
an advisory committee (``the Committee'') for regulatory negotiation to 
develop recommended specifications for altering the lower beam patterns 
of Federal Motor Vehicle Safety Standard No. 108 Lamps, Reflective 
Devices and Associated Equipment to be more sharply defined. Such a 
pattern would facilitate visual/optical aimability of headlamps. During 
1995-96, the Committee met at intervals to develop these 
specifications. On the basis of the Committee's recommendations, NHTSA 
published a notice of proposed rulemaking on July 10, 1996 at 61 FR 
36334. This was followed by a correction notice published on August 20, 
1996 (61 FR 43033). The reader is referred to these notices for further 
background information.
    Because this was a negotiated rulemaking, NHTSA did not expect to 
receive many comments of a substantive nature. Comments were received 
from Valeo Vision, Hella KG Hueck & Co., Robert Bosch GmbH, Volkswagen, 
Stanley Electric Co. Ltd, Groupe de Travail ``Bruxelles 1952'' (GTB), 
Koito Manufacturing Co. Ltd., American Automobile Manufacturers 
Association (AAMA), Cooper Industries Wagner Lighting Division 
(Wagner), Advocates for Auto and Highway Safety (Advocates), Calcoast--
ITL, and Volvo Cars of North America, Inc. As anticipated, all 
commenters supported the proposal, and the rule is adopted as proposed. 
However, some important points were raised in the comments, which will 
be discussed in the course of this notice.

II. Proposed Requirements and Their Rationales

    The final rule will ensure that the visually/optically aimable 
lower beam of a headlamp meets the following criteria, as developed by 
the Committee:

A. Vertical Aim of Lower Beam

    A visual cue (cutoff) is required in the lower beam pattern to 
permit accurate aiming. The cutoff marks a transition between the areas 
of higher and lower luminous intensities. The cutoff in the lower beam 
pattern is a horizontal line composed of maximum vertical logarithmic 
gradients of the screen illumination.
    Vertical aim requires both a laboratory specification for headlamps 
before installation and a field specification for headlamps after 
installation. Under the final rule, the laboratory specifications are 
incorporated into Standard No. 108. The field specifications represent 
the Committee's recommendations to all persons who perform visual/
optical headlamp aiming in the field and were set forth in the preamble 
to the NPRM.
1. Laboratory Specification for the Vertical Visual Aim of the Lower 
Beam
    Several factors must be considered to ensure accurate and 
repeatable results that also relate to the requirements for field 
aimability. Accuracy for laboratory aim is specified to be within +/
-0.1 degree. This is based on the test equipment positioning capability 
of +/-0.01 degree along with the associated lamp-to-lamp and 
laboratory-to-laboratory variances. The specification for the gradient 
is based on a required +/-0.1 degree laboratory aim accuracy and a 0.25 
degree field aim accuracy with confidence limits of +/-2 sigma. A 
University of Michigan Transportation Research Institute (UMTRI) study 
titled ``Visual Aiming of European and U.S. Low-Beam Headlamps'' 
(Report No. UMTRI-91-34, by Sivak, Flannagan, Chandra, and Gellatly) 
provided the information needed to establish the necessary gradient 
within the confidence levels defined.
    Measurement of the specific gradients may be carried out using 
traditional photometric measurement equipment; however, photometric 
distance may vary between companies. A procedure which has been 
developed by the Groupe de Travail ``Bruxelles 1952'' (GTB) Short-term 
Scientific Studies Working Group (SSST WG) provides a baseline system 
for this test. (This may be found in ``Draft Minutes of the Meeting 
held at Budapest 1995 October 3'' on file in the docket as attachment 
3-9 to the Committee's minutes of Meeting No. 3.)
    The cutoff can be on either the right or left side of the lower 
beam pattern. When so located, it provides the necessary reference for 
placing the beam in the appropriate vertical location for correct aim. 
In order to achieve a cutoff in a beam, there must be a distinct 
difference in illumination levels above and below the cutoff. This may 
be achieved by numerous methods in the design of a headlamp. For the 
purposes defined by the Committee, a horizontally oriented cutoff is 
necessary. Based on work done by the Society of Automotive Engineers'' 
(SAE) Beam Pattern Task Force (in developing SAE J1735 ``Harmonized 
Vehicle Headlamp Performance Requirements'), UMTRI, Commission 
Internationale de l'Eclairage Working Group on Vehicle Lighting (CIE 
TC4.10) (``Definition of the Vertical Cut-off of Vehicle Headlights'' 
draft 1993-3-15), and the GTB SSST WG, and reviewed by the Committee, 
the method for describing the cutoff is as follows.
    Scientific studies by Blackwell, Olson, Forbes, Sivak, Flannigan, 
et.al., have shown that the human eye responds to the logarithm (to 
base 10) of the gradient of screen luminance. This mathematical 
expression simulates in the laboratory where human vision perceives the 
cutoff on a screen during field aiming. A vertical scan of the lower 
beam pattern at a specified number of degrees to the right or left of 
the headlamp beam pattern's vertical axis, where the cutoff is located, 
is taken to gather data on the intensity values. This data is then 
analyzed using the mathematical expression to determine where the 
greatest rate of change of illumination occurs; the vertical location 
of the cutoff is thus defined. For example, a person could use a 
goniophotometer to record data in small vertical increments at the 
locations at 2.5 degree left or 2.0 degrees right in order to determine 
the cutoff location.
    For effective field aiming, the cutoff needs to be finitely long so 
that the person looking at the cutoff has a sufficient cue to find it. 
This range should extend at least one degree on each side of the 
specified measurement point of the cutoff and should be approximately 
straight and horizontal.
    The cutoff on the left side of the beam pattern can be achieved by 
putting more light below the horizontal on the left rather than 
reducing the intensity of light above the cutoff. This added light 
provides more illumination to detect objects on the left side of the 
beam pattern and more uniformity of the total light output from the 
vehicle. The light above the horizontal would not be decreased. The 
right side of the beam needs no such enhancement to achieve an adequate 
gradient for the cutoff. In addition to the above, these changes cause 
small effects in other areas of the beam that will be addressed below.

[[Page 10712]]

    To accomplish these purposes, the Agency is adopting the changes to 
the existing photometric figures in Standard No. 108 for all headlamps 
designed for visual/optical aiming, as described below. In the final 
rule, existing photometric Figures 15A, 17A, 27, and 28, have been 
redesignated respectively Figures 15-1, 17-1, 27-1, and 28-1. Proposed 
Figures 15B, 17B, 27A and 28A have been adopted as Figures 15-2, 17-2, 
27-2 and 28-2. The changes added to the ``-1'' Figures to achieve the 
``-2'' Figures are:
    (a) Elimination of the 0.5 deg. D-1.5 deg. L to L test points,
    (b) Elimination of the 1.0 deg. D-6.0 deg. L test point,
    (c) Addition of an 0.86 deg. D-3.5 deg. L test point with intensity 
requirements of 1800 cd. minimum, and 12000 cd. maximum, and
    (d) Addition of an 0.86 deg D-V test point with intensity 
requirements of 4500cd. minimum,
    (e) Addition of an 0.6 deg D-1.3 deg R test point replacing the 
current test point at 0.5 deg D-1.5 deg R with intensity requirements 
shown below:

----------------------------------------------------------------------------------------------------------------
                                                                                                                
----------------------------------------------------------------------------------------------------------------
New test point:                Source:                 Replaced test                      Source:               
                                                        point:                                                  
0.6 deg. D--1.3 deg. R                                 0.5 deg. D--1.5                                          
                                                        deg. R                                                  
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                                   Standard No. 108                                          Standard No. 108   
          Cd minimum                    figures            Cd minimum       Cd maximum            figures       
10000.........................  15-2 & 17-2...........  10000...........           20000  15-1 & 17-1.          
10000.........................  27-2 & 28-2...........  8000............           20000  27-1 & 28-1.          
----------------------------------------------------------------------------------------------------------------

    (f) And modification of the 4 degree D-V test point in the Figure 
15-2 lower beam maximum candela column from 7000 cd to 10000 cd.
    In Figures 27-1 and 28-1, the maximum value at 0.5 degree D-1.5 
degrees L is 2500 cd. In Figures 15-1 and 17-1 the maximum value at 0.5 
degree D-1.5 degrees L is 3000 cd. The value of the 1.0 degree D-6.0 
degrees L test point is 750 cd minimum, and it becomes superfluous 
because of the additional illumination provided by the new test point 
specified at 0.86 degree D-3.5 degrees L.
    The three test points: 0.86 degree D-3.5 degrees L; 0.86 degree D-
V; and 0.6 degree D-1.3 degree R being added have all been the subject 
of low beam headlamp harmonization activities with GTB, GRE, JASIC, and 
SAE. A research study, UMTRI 94-27 ``Evaluation of the SAE J1735 Draft 
Proposal for a Harmonized Low-Beam Headlighting Pattern'' reports that 
these three test points contribute to better performance of the lower 
beam headlamp. Incorporation of these test points also contributes to 
current worldwide harmonization for lower beam headlamps.
    In the past there has been one ``seeing light'' test point at 0.5 
degree D-1.5 degree R. This is being replaced by three new ``seeing 
light'' test points: 0.6 degree D-1.3 degrees R; 0.86 degree D-V; and 
0.86 degree D-3.5 degree L. The new 0.86 degree D-V test point with the 
4500 cd minimum will increase uniformity of the beam pattern below the 
horizontal line between the high intensity zones on the left and right. 
The new 0.6 degree D-1.3 degree R test point represents a relocation of 
a current test point by 0.1 degree D (from 0.5 degree D to 0.6 degree 
D) and 0.2 degree L (from 1.5 degree R to 1.3 degree R). These changes 
represent a significant improvement in providing more light to the left 
side of the beam pattern and will promote harmonization. There is a 
maximum (20000cd) requirement at the 0.5 degree D-1.5 degree R test 
point. Because of significantly greater control of minimum and maximum 
illumination above the horizontal axis, there is no continuing need for 
a maximum at this location.
    The modification of the test point value at 4D-V in Fig. 15-2 from 
7000 cd maximum to 10000 cd maximum is based on the substantial 
increase of light resulting from the test point modifications above 
which extend the high intensity zone on the right side of the beam 
pattern to the left side of the beam. The previous test point value at 
0.5 degree D-1.5 degree L to L limited not only the light to the left 
region of the roadway, but also to the foreground area. Directing more 
light to the left will increase foreground light levels. Studies 
performed by UMTRI have shown that very high levels of foreground light 
can depreciate the driver's distance seeing performance. A modest 
increase in the maximum candela level at this test point from 7000 to 
10000 will allow the additional left lane light yet not create undue 
foreground illumination.
    As proposed, the cutoff location is positioned at 0.4 degree below 
the H-H line for headlamps designed to be aimed using the left side of 
the beam pattern. This causes the top edge of the main part of the beam 
pattern on the left to intersect the road surface at approximately 90 
m. (300 feet) from the vehicle with headlamps mounted at 635 mm. (25 
inches) above the road surface. This distance is increased from present 
headlamps that are limited by the 0.5 degree D-1.5 degrees L to L test 
point that exists today. The new test point is taken from SAE J1735.
    The specific mathematical expression for identifying the cutoff is: 
G = log E(<greek-a>)-log E(<greek-a>+0.1), where ``G'' is the gradient, 
``E'' is illumination and ``<greek-a>'' is the vertical angular 
position. The maximum value of the gradient ``G'' determines the 
angular location of the cutoff.

B. Horizontal Aim of Lower Beam

1. Eliminating Horizontal Aim Adjustability
    Horizontal aimability is mandatory for mechanically-aimed headlamps 
under Standard No.108. Because the lower beam of a headlamp designed to 
conform to Standard No. 108 does not have any visual cues for achieving 
correct horizontal aim when aimed visually or optically, and because it 
is not possible to add such visual features without damaging the beam 
pattern, horizontal aim should be either fixed and nonadjustable, or 
have a horizontal VHAD.
    When horizontal aim is nonadjustable, horizontal aim will not be 
compromised because most state laws require that headlamps be correctly 
aimed at the time of the first sale of the vehicle. Generally, the 
vehicle's manufacturer accepts the responsibility for assuring correct 
aim of new motor vehicles. Further, proper realignment of front-end 
components of collision-damaged vehicles will assure correct placement 
of headlamps and thus maintain proper horizontal aim. Thus, no further 
specifications are necessary for field use, except to note that 
horizontal aim may not be adjustable on some lamps marked ``VOR'' or 
``VOL'' on the lens.
    Standard No. 108 specifies for the lower beam, test points at 15 
and 9 degrees left and right, with minimum candela of 850 and 1000 
(test points 15 and 9 degrees, Figures 15-1 and 17-1) and 700 and 750 
(test points 15 and 9

[[Page 10713]]

degrees, Figures 27-1 and 28-1). NHTSA's new Figures 15-2, 17-2, 27-2, 
and 28-2 increase these values. New test points added at 20 degrees 
left and right further widen the beam. In addition to the substitution 
of the above mentioned 0.86D-3.5L test point for the 0.5D-1.5L to L, to 
facilitate the cutoff, these changes make the new beam pattern less 
sensitive to horizontal positioning. The modifications and additions 
that have been adopted are:

9 deg L&R-2 deg D--1250 cd. min.
15 deg L&R-2 deg D--1000 cd. min.
20 deg L&R-4 deg D--300 cd. min.

These locations and values were taken from SAE J1735 which achieves a 
wider beam pattern as a result of these test points.
2. Horizontal Aim of Lower Beam for Laboratory Photometry tests.
    The headlamp shall be mounted onto a fixture which simulates its 
actual design orientation on any vehicle for which the headlamp is 
intended. The fixture, with the headlamp installed, shall be attached 
to the goniometer table in such a way that the fixture alignment axes 
are coincident with the goniometer axes. Shimming or adjustment of the 
headlamp's attachment to the test fixture to comply with the 
photometric requirements is not allowed. If there is a VHAD, the aim of 
the headlamp shall be adjusted, using the headlamp's horizontal aiming 
adjusters so the VHAD reads zero. When the headlamp has been aimed 
vertically, the lamp is ready to be tested for photometric compliance.

C. Vertical Aim of Upper Beam

    As with vertical aim of the lower beam, vertical aim of the upper 
beam requires both a laboratory specification for headlamps before 
installation and a field specification for headlamps after 
installation; however, the aim of the upper beam is not nearly as 
critical as it is for the lower beam. The laboratory specification is 
being incorporated into Standard No. 108 for visually/optically aimable 
headlamps. For a headlamp that incorporates both a lower beam and an 
upper beam, the laboratory procedure and the field procedure for upper 
beam are not applicable, because the headlamp must be aimed using the 
lower beam, and, by design, both beams are photometered in that 
position.
    For a headlamp that has only an upper beam, the following apply:
1. Laboratory Specification for Vertical Visual Aim of Upper Beam
    The vertical aim of the upper beam shall be adjusted so that the 
maximum beam intensity is located on the H-H axis.
2. Laboratory Specification for Horizontal Visual Aim of Upper Beam
    The horizontal aim of the upper beam shall be adjusted so that the 
maximum beam intensity is located on the V-V axis unless the headlamp 
has fixed horizontal aim or a VHAD. In these cases, it shall be mounted 
onto a fixture which simulates its actual design orientation on any 
vehicle for which the headlamp is intended. The fixture, with the 
headlamp installed, shall be attached to the goniometer table in such a 
way that the fixture alignment axes are coincident with the goniometer 
axes. Shimming or adjustment of the headlamp's attachment to the test 
fixture to comply with the photometric requirements is not allowed. If 
there is a VHAD, the aim of the headlamp shall be adjusted, using the 
headlamp's horizontal aiming adjusters so that the VHAD reads zero. 
When the headlamp has been aimed vertically, the lamp is ready to be 
tested for photometric compliance.

D. Movable Reflector Headlamps

    Movable reflector headlamps have a lens and headlamp housing that 
do not move with respect to the surrounding car structure when 
headlamps are aimed. Therefore, the range of headlamp aim limits does 
not need to be as large to cover repairs from vehicle collisions. 
Requirements for the aiming of movable reflector headlamps have been 
clarified and expanded to cover headlamps which are visually/optically 
aimable. The vertical aim range limits will now cover only the full 
range of pitch on the vehicle on which the headlamp system is installed 
(full range of pitch on the vehicle is defined in S7.8.3 of Standard 
No. 108). When horizontal aim is incorporated in a headlamp the 
horizontal aim range limits will remain 2.5 degrees. Photometry will 
then be done over the applicable aim limits used for the headlamp 
system.

E. Marking Requirements

1. Headlamp Optical Axis Mark
    The accuracy and reliability of headlamp aim depends upon the 
correct placement of aiming equipment in front of the vehicle and its 
headlamps. To assure that this placement is correct and precise, it is 
necessary for the headlamps to have an indication of the optical axis 
to act as a geometric reference for measuring distances to the floor 
and between the headlamps and the vehicle's longitudinal axis. This may 
be done by a mark on the interior or exterior of the lens, or by a mark 
or central structure on the interior or exterior of the headlamp. Thus, 
Standard No. 108 is amended to require that a headlamp have this mark.
    While the mark is necessary for visual/optical aim headlamps, it is 
also desirable for all headlamps because people who aim headlamps use 
visual/optical aim even though today's headlamps are not designed to be 
aimed by this method. In the interest of promoting correct aim, this 
optical axis mark is recommended for all future headlamp designs. This 
final rule may require changes in headlamps for existing production 
vehicles, however, it is not intended to be a retroactive requirement. 
Adequate leadtime is required for implementation, and commenters were 
invited to discuss leadtime concerns. These concerns and the effective 
date adopted for the optical axis mark requirement are discussed in the 
section of this notice called ``Effective Dates''
2. Visual/Optical Aimability Identification Mark
    Marking of headlamps would indicate that the lamp is visually/
optically aimable according to the means specified in the final rule. 
Thus, Standard No. 108 will require that the visible part of the lens 
of each original and replacement equipment headlamp and headlamp lens, 
and of each original equipment and replacement equipment beam 
contributor, designed to be visually/optically aimable, manufactured on 
or after March 1, 1997, the effective date of the final rule, be marked 
with the symbols ``VOL'', ``VOR'', or ``VO'' either horizontally or 
vertically. The Committee determined that ``VOR'' and ``VO'' 
respectively should be the only marking used for all lower beam and 
upper beam sealed beam and integral beam headlamp types existing before 
the effective date of the final rule if these types are ever redesigned 
to be visually/optically aimable. This will ensure that replacement 
headlamps are identically marked.
    NHTSA proposed that manufacturers which introduce new visually/
optically aimed headlamp types after the effective date be required to 
determine the aim method and apply the required marking. This aim 
method and marking must be followed by all subsequent manufacturers of 
this headlamp type.
    Under the final rule, a lower beam headlamp will be marked ``VOL'' 
if the manufacturer designs it to be visually/optically aimed using the 
left side of the lower beam pattern, and ``VOR'' if using the right 
side. If a sealed beam or an

[[Page 10714]]

integral beam headlamp system is currently being produced, the lens of 
any lamp in such system that is manufactured on or after March 1, 1997, 
the effective date of the final rule, must be marked ``VOR'', and have 
the gradient on the right side, if the system is ever redesigned so 
that its lamps are visually/optically aimable. A headlamp will be 
marked ``VO'' if it is solely an upper beam headlamp and intended to be 
visually/optically aimed.
    The discussion above relates to the proper marking of existing 
headlamp designs should their photometric performance be redesigned to 
be visually/optically aimable as described in this final rule. This 
does not mean that existing designs can be changed from being 
mechanically aimable to being visually/optically aimable. It means that 
existing designs, all of which are mechanically aimable, can be 
redesigned to include visual/optical aiming in addition to mechanical 
aim. Mechanical aim must be retained on existing designs to ensure that 
replacement equipment provide the same performance as original 
equipment. Thus, any current headlamp design that is modified to 
include visual/optical aimability must still provide mechanical 
aimability if that headlamp is intended to be a replacement in vehicles 
in which the lamp was used before its redesign.
    Should a headlamp be redesigned without mechanical aiming features 
and replace an earlier version of the headlamp, one of two distinct 
safety consequences will occur, depending on whether the headlamp 
incorporated an external aiming system or an on-board one. If the 
headlamp incorporated an external aiming system and if one of the 
headlamps were replaced with a visual/optical aim only headlamp, the 
remaining headlamp would not be capable of being aimed with a 
mechanical aimer. This would occur because the external aimer must be 
attached to two headlamps, one on each side of the vehicle, in order to 
measure horizontal aim location. Additionally, the new visual/optical 
aim headlamp would be capable of being adjusted horizontally because 
there would be horizontal aiming screws. This is not permitted for 
visual/optical aim headlamps unless the headlamp has a horizontal VHAD. 
If the headlamp had an on-board mechanical aiming system, the safety 
consequence would be the inability to aim correctly a replacement 
headlamp offering visual/optical aimability only. In this case, the 
visual/optical headlamp would have horizontal aiming screws, but there 
would be no valid manner in which to aim the headlamp horizontally 
unless it continues to be equipped with a horizontal VHAD. For this 
headlamp, the presumed saving might be the deletion of the vertical 
VHAD. However, S5.8 Replacement Equipment  prohibits replacement 
equipment that differs from original equipment.
    In accordance with other marking requirements of Standard No. 108, 
the letters will be not less than 3 mm high.

III. Allowing Existing Headlamps to Use the New Photometrics

    The Committee also decided that the improved photometrics 
represented by Figures 15-2, 17-2, 27-2, and 28-2 should be available 
to manufacturers of headlamps that are not visually/optically aimable 
within the meaning of this rulemaking action, but which presently are 
designed to meet the photometrics of Figures 15A, 17A, 27 or 28. This 
raises no safety issues regarding glare or compatibility of replacement 
equipment, and NHTSA is adopting appropriate amendments to implement 
the Committee's decision.
    In commenting on the proposal for new photometrics, AAMA 
recommended that the definitions of ``integral beam headlamp'' and 
``replaceable bulb headlamp'' be modified to assure that headlamps with 
removable lenses may be designed to have visual/optical aiming. In its 
view, visual/optical aiming of headlamps with replaceable lenses is an 
acceptable alternative to VHAD aiming. The agency concurs, and is 
amending the definitions in the manner suggested. Even though these 
specific changes were not proposed, the NPRM did cover integral beam 
headlamps and replaceable bulb headlamps with fixed lenses the agency 
sees no substantive distinction that would warrant a separate notice 
and an opportunity to comment on the inclusion of replaceable lens 
headlamps in this rulemaking action.

IV. Comments Relating to the NPRM

    Stanley, Koito, AAMA, and Wagner called the agency's attention to 
the inconsistency between the proposed requirement that on-board 
vehicle headlamp horizontal aiming devices (VHADs) be permanently 
calibrated, and the lack of a proposal to amend the existing 
requirement that requires horizontal aiming VHADs to be capable of 
being recalibrated in the field (S7.8.5.2(a)(2)(iv)).
    Permanent calibration was proposed to help prevent further misaim 
that can occur when vehicle repair technicians attempt to calibrate 
visually the VHADs of mechanically aimable headlamps that were never 
intended to be visually aimed. The Committee decided that recalibration 
should be prohibited because today's lower beam headlamps are not yet 
capable of being properly visually/optically aimed in the field due to 
the lack of visual cues in the beam pattern. Visual/optical aim is the 
only method available in the field today for VHAD calibration and it 
cannot be performed with any acceptable precision. Thus, there is no 
safety value from the current requirement for recalibration capability, 
whereas there would be one for permanent calibration. Permanent 
calibration retains the precision necessary for aiming; once 
calibration is lost it cannot be recovered. Maintaining calibration 
permits the vehicle repair technician to measure physically the 
mounting locations of the headlamp relative to the vehicle references 
so that the repaired substructure onto which the headlamp is mounted is 
restored to near its original alignment. Doing so permits the 
horizontal VHAD to establish horizontal aim location with reliability 
and accuracy. For these reasons, NHTSA is adopting S7.8.5.2(c) as 
proposed and eliminating the inconsistency by deleting the last part of 
the sentence of S7.8.5.2(a)(2)(iv).
    In Stanley's opinion, the formula specified in SAE J1735 
``Harmonized Vehicle Headlamp Performance Requirements'' defining the 
cut-off of the beam is more practical than the formula that was 
proposed. This issue was thoroughly discussed by the Committee in its 
negotiating sessions.
    The formula proposed represents the consensus of these meetings 
including the views of the Japanese Automobiles Standards 
Internationalization Center (JASIC), which represented the Japanese 
vehicle and lighting industries. NHTSA affirms its conclusion that the 
formula is practicable, for the reasons given in both the NPRM and this 
notice.
    One issue for which NHTSA sought answers was whether the optional 
visual/optical headlamp aiming standard should become mandatory in due 
course, and, if so, on what date it should become effective. Three 
comments were received. Wagner believed that the standard should be 
mandatory, and asked for a 3-year leadtime. Volvo objected to a 
mandatory requirement. AAMA did not support a mandatory requirement 
until such time as data are available from field and use experience. On 
the basis of these comments, the agency concludes that resolution of 
the issue requires data that is not yet available and is not making the 
aiming standard mandatory. The

[[Page 10715]]

agency may revisit the issue at a later date.
    AAMA also suggested minor wording and typographical changes to 
paragraphs S5.5.8, S7.3.8(b), S7.3.9, S7.4.2(a)(2(i), S10(a), and 
Figure 26 all of which are adopted.
    Proposed paragraphs S7.8.1(b) and S7.8.5.3(f) would require 
fiduciary markings ``that are visible from the front of the headlamp * 
* * '' The final rule clarifies that the markings are ``visible from 
the front of the headlamp when installed on the vehicle,'' implementing 
a recommendation from AAMA.

V. Comments Not Relating to the NPRM

    Several comments concerned issues beyond the scope of the NPRM and 
the issues that were part of the consensus achieved by the Committee, 
but NHTSA will comment briefly on them.
    Valeo suggested permitting a visual horizontal aim adjustment 
feature in the beam for visually/optically aimable headlamps, and 
adding a definition of a ``kink'' in the cut off of the VOL lower 
beams. In Valeo's opinion, the prohibition of horizontal aim adjustment 
mechanisms will compel the manufacture of design-specific headlamps for 
the ECE and U.S. markets. Valeo deems the alternative permitted in the 
proposal of providing a horizontal VHAD to be considerably more 
expensive than basic aiming means, but without benefit to the user.
    NHTSA notes that the Committee considered features for horizontal 
visual/optical aiming but none were deemed sufficiently developed and 
designed to be usable, hence none were included in the NPRM. The agency 
believes that Valeo's claims of a considerable cost increase are 
incorrect. Today, with two different beam patterns required for the ECE 
and U.S. markets, two different headlamp designs are often necessary to 
meet the needs of each market. With the issuance of this final rule and 
its visual/optical beam pattern, manufacturers have stated that a beam 
pattern may be possible that complies with the requirements of both 
markets. Because ECE headlamps at the current time are required to have 
both vertical and horizontal aiming screws, an ECE headlamp, to be sold 
as a visual/optical aim headlamp in the U.S., will need to have a 
horizontal VHAD. While this would mean a slight cost increase for the 
ECE headlamp, Valeo will realize overall a significant cost savings 
from not having to design a separate product for the U.S. market. On 
balance, the agency estimates that Valeo's cost savings are in the 
range of $10,000,000 per design for development and tooling costs. The 
incremental cost of adding a horizontal VHAD is small in comparison to 
the significant savings afforded by this rulemaking. Additionally, GTB 
indicates that it will petition NHTSA for rulemaking to include a 
horizontal aim feature after it has completed research on the nature of 
horizontal gradients necessary for horizontal visual/optical aim.
    Valeo requested clarification of allowance of a re-aim of 0.25 
degree in all directions around the test point being measured, even if 
the visually/optically aimable headlamp does not have a VHAD. Standard 
No. 108 has always allowed a re-aim of 0.25 degree in any direction for 
every test point during photometric testing, and will continue to do 
so. There is no reason not to allow visually/optically aimable 
headlamps to be similarly reaimable during compliance testing.
    Hella and Bosch suggested further aspects to be considered that 
will be important to the future of harmonization. Both believe that 
future requirements should be added to permit a visual cue or vertical 
``kink'' to be used for horizontal visual/optical aiming of the lower 
beam. However, as NHTSA has discussed above, this is not technically 
feasible at this point. Both also suggested that NHTSA allow an 
increased maximum intensity in upper beam headlamps. Recently NHTSA 
denied a petition for rulemaking on this subject (61 FR 45359) because 
of a lack of information supporting an increase beyond the maximum 
established by NHTSA in 1978. Finally, Hella believes that NHTSA should 
regulate fog lamps. NHTSA has already asked for comments on this issue 
(60 FR 54833) and intends to publish a further notice with its views on 
fog lamps in the near future.
    Stanley asked whether the proposal applies to headlamps designed 
exclusively for motorcycle use. The answer is no; this rulemaking was 
not intended to address the amiability of motorcycle headlamps.
    Calcoast offered a suggestion to improve proper horizontal 
positioning when photometering a visually/optically aimable headlamp: 
to add a lens marking identifying the horizontal angle at which the 
vertical scan is to be performed. NHTSA believes that this marking 
would add little to assist horizontal positioning, because the cut-off 
must occur in a 2-degree wide area either to the left or right of the 
vertical line so that field personnel can identify the cut-off and use 
it for aiming purposes. It is doubtful that service personnel could 
accurately and repeatably determine by observation where the cut-off is 
sharpest and use that as a horizontal aiming reference.

VI. Housekeeping Amendments

    In reviewing the text of Standard No. 108 (49 CFR 571.108) as 
published in the Code of Federal Regulations, revised as of October 1, 
1995, NHTSA has discovered several errors that it is taking this 
opportunity to correct.
    The first is a clarification of S5.3.1.1.1 as it relates to the 
location of clearance lamps. The first sentence of the preceding 
paragraph, S5.3.1.1, requires, in part, that each lamp ``be located so 
that it meets the visibility requirements specified in any applicable 
SAE Standard.'' The second sentence of paragraph S5.3.1.1 states, in 
part and in essence, that ``no part of a vehicle shall *  *  * prevent 
[a clearance lamp] from meeting the photometric output specified in 
[the] applicable SAE Standard.''
    Paragraph S5.3.1.1.1 allows an alternative location for clearance 
lamps under the conditions expressed in the paragraph and specifies 
that ``at such a location they need not be visible at 45 degrees 
inboard.'' The SAE Standard that applies to clearance lamps is J592e, 
``Clearance, Side Marker, and Identification Lamps'', July 1972. SAE 
J592e does not contain installation requirements that specify inboard 
visibility performance for clearance lamps, within NHTSA's 
understanding of the first sentence of S5.3.1.1, unlike the standards 
for turn signal lamps which require ``signals from lamps on both sides 
of the vehicle [to] be visible through a horizontal angle from 45 deg. 
to the left for the left lamp to 45 deg to the right for the right 
lamp.'' (paragraph 5.4.1, SAE Standard J1395 APR85 ``Turn Signal Lamps 
for use on Motor Vehicles 2032 mm or More in Overall Width''). Instead, 
SAE J592e specifies photometric performance requirements to be met at 
test points 45 Left and 45 Right, within the meaning of the second 
sentence of S5.3.1.1. NHTSA does not wish to confuse the visibility of 
a lamp with maintenance of its photometric performance as mounted on a 
vehicle. For this reason, NHTSA believes that S5.3.1.1.1 would be more 
accurately expressed as specifying that clearance lamps alternatively 
located ``need not meet photometric requirements at 45 degrees 
inboard.'' Accordingly this change is made in paragraph S5.3.1.1.1.
    In paragraph S5.5.4, the second sentence relating to activation of 
the high-mounted stop lamp is revised to substitute the word 
``vehicle'' for ``passenger car''. This amendment should have been made 
when Standard No. 108 was amended to require center high-mounted stop 
lamps on vehicles other than passenger cars.

[[Page 10716]]

    Paragraph S5.8.10 is revised by correcting its reference to 
``S5.7.1'' to ``S5.8.1.'' NHTSA notes that Standard No. 108, as it 
appears in 49 CFR Parts 400 to 999, revised as of October 1, 1995, 
contains two paragraphs designated as S7.1 (page 231). The first that 
is printed specifies headlamp photometric requirements that apply on 
and after September 1, 1994, while the second contains requirements 
that apply both before and after that date. Only the first paragraph 
S7.1 will appear in 49 CFR Parts 400 to 999, revised as of October 1, 
1996.
    Paragraph S7.2(a) on headlamp lens marking explains that the DOT 
symbol is the certification required by ``15 U.S.C. 1403.'' This 
statutory requirement was recodified in 1994 as ``49 U.S.C. 30115'' and 
the paragraph is being revised to reflect the change. The effective 
date of December 1, 1989, is also being removed from this paragraph as 
it is superfluous.
    Paragraphs S7.4(i) and S7.5(j) are added to clarify that integral 
beam headlamps and replaceable bulb headlamps may also incorporate 
replaceable light sources used for purposes other than headlighting.
    Finally, in paragraph S10(a), ``SAE'' is inserted before 
``Standard''.

VII. Effective Dates

    The amendments that allow headlamps to be visually/optically 
aimable as an alternative to existing aimability requirements are 
effective April 1, 1997, approximately 60 days after publication of the 
final rule in the Federal Register. Because of the desire of all 
interests affected by the rule that it be issued as soon as practicable 
to permit an optional means of compliance, it is found for good cause 
shown that an effective date earlier than 180 days after issuance is in 
the public interest.
    AAMA, Koito, and GTB asked for an additional year of leadtime to 
comply with requirements that are mandatory within the option, which 
are fixed calibration and optical axis marking. These requirements were 
proposed to become effective one year following the September 1 that 
follows publication of the final rule. Since this final rule is one 
that is published between September 1, 1996, and August 31, 1997, the 
effective date for the mandatory requirements is September 1, 1998. 
NHTSA confirmed in phone conversations that the concern of the 
commenters is that a late issuance date allowing a lead time of 13 
months would be impracticable whereas as earlier one would not. Since 
this final rule is being published around March 1, the effective date 
of September 1, 1998, as discussed below for mandatory requirements 
affords a leadtime of approximately 18 months. NHTSA has concluded that 
this meets the needs of the commenters and therefore is taking no 
action on the request.
    The amendments to S7.8.1(b) amending the fiducial marking to 
require an optical axis mark for headlamps that are not visually/
optically aimable are effective September 1, 1998, which, as proposed, 
is September 1 of the year following one year after publication of the 
final rule. For the same reason, the amendments to S7.8.5.2(c) amending 
the calibration requirements for the VHAD are also effective September 
1, 1998. On the basis of comments demonstrating that it is 
impracticable to comply with these requirements within 360 days after 
issuance of the rule, it is found for good cause shown that an 
effective date for these requirements that is later than 360 days after 
issuance of the rule is in the public interest.
    There is no retroactive effect on existing headlamps or their 
replacements.

Rulemaking Analyses and Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures.

    This rulemaking action was not reviewed under Executive Order 
12866. Further, it has been determined that the rulemaking action is 
not significant under Department of Transportation regulatory policies 
and procedures. The purpose of the rulemaking action is to provide an 
alternative and more objective means of determining the accuracy of 
headlamp aim. As an alternative, the provisions are not mandatory 
unless a manufacturer chooses to install visually/optically aimable 
headlamps on a motor vehicle that it intends to sell. Because of 
offsetting benefits to vehicle manufacturers when choosing this option, 
it is likely that greater benefits than costs will occur. The costs of 
the final rule are so minimal as not to warrant preparation of a full 
regulatory evaluation.

National Environmental Policy Act

    NHTSA has analyzed this rulemaking action for the purposes of the 
National Environmental Policy Act. The final rule will not have a 
significant effect upon the environment. The composition of headlamps 
will not change from those presently in production.

Regulatory Flexibility Act

    The agency has also considered the impacts of this rulemaking 
action in relation to the Regulatory Flexibility Act. For the reasons 
stated above and below, I certify that this rulemaking action will not 
have a significant economic impact upon a substantial number of small 
entities. Accordingly, no regulatory flexibility analysis has been 
prepared. Manufacturers of motor vehicles and motor vehicle equipment, 
those affected by the rulemaking action, are generally not small 
businesses within the meaning of the Regulatory Flexibility Act.

Executive Order 12612 (Federalism)

    This rulemaking action has also been analyzed in accordance with 
the principles and criteria contained in Executive Order 12612, and 
NHTSA has determined that this rulemaking action does not have 
sufficient federalism implications to warrant the preparation of a 
Federalism Assessment.

Civil Justice

    The final rule will 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. 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.

List of Subjects in 49 CFR Part 571

    Imports, Motor vehicle safety, Motor vehicles, Tires.

    In consideration of the foregoing, 49 CFR Part 571 is amended as 
follows:

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

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

    Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166; 
delegation of authority at 49 CFR 1.50.

    2. Section 571.108 is amended by:
    a. Amending Section S4 to add new definitions: ``Cutoff'' and 
``Visually/optically aimable headlamp'' in alphabetical order to read 
as set forth below;
    b. revising the definition in S4 of ``Integral beam headlamp'', 
``Replaceable bulb headlamp'', and ``Vehicle headlamp aiming device'', 
to read as set forth below;
    c. revising paragraph S5.3.1.1.1 to read as set forth below;

[[Page 10717]]

    d. revising paragraph S5.5.4 to read as set forth below;
    e. revising paragraph S5.5.8 to read as set forth below;
    f. revising paragraph S5.8.10 to read as set forth below;
    g. revising paragraph S7.2(a) to read as set forth below;
    h. revising paragraphs S7.3.2(a)(3); 7.3.3(a); S7.3.4; S7.3.5(a); 
S7.3.6(a); the first sentence of S7.3.7(b); S7.3.7(d); S7.3.7(h)(1); 
the last sentence of S7.3.8(b); S7.3.9(a); S7.4(a)(1)(i); 
S7.4(a)(1)(ii); S7.4(a)(1)(iii); S7.4(a)(2)(i); S7.4(a)(2)(ii); and the 
first sentence of S7.4 (a)(3) to read as set forth below;
    i. adding new paragraph S7.4(i) to read as set forth below:
    j. revising paragraphs S7.5(d)(2)(i)(A)(1); S7.5(d)(2)(i)(A)(2), 
S7.5(d)(2)(ii)(A)(1), S7.5(d)(2)(ii)(A)(2), S7.5(d)(3)(i)(A), 
S7.5(d)(3)(i)(B); S7.5(d)(3)(ii)(A); S7.5(d)(3)(ii)(B); 
S7.5(e)(2)(i)(A); S7.5(e)(2)(i)(B); S7.5(e)(2)(ii)(A); 
S7.5(e)(2)(ii)(B); S7.5(e)(3)(i) and S7.5(e)(3)(ii) to read as set 
forth below;
    k. adding new paragraph S7.5(j) to read as set forth below;
    l. revising paragraphs; S7.6.2; S7.6.3, S7.8.1; and S7.8.2 to read 
as set forth below;
    m. adding new paragraph S7.8.2.1(c) to read as set forth below;
    n. redesignating existing paragraph S7.8.2.2 as S7.8.2.3;
    o. adding new paragraph S7.8.2.2 to read as set forth below;
    p. revising paragraphs S7.8.4 and S7.8.5 to read as set forth 
below;
    q. redesignating existing paragraph S7.8.5.2(c) as S7.8.5.2(d);
    r. adding new paragraphs S7.8.5.2(c) and S7.8.5.3 to read as set 
forth below;
    s. revising the fourth sentence of paragraph S10 (a) and the third 
sentence of paragraph S10(b) to read as set forth below;
    t. redesignating Figures 15A, 17A, 27 and 28, as Figures 15-1, 17-
1, 27-1, and 28-1, revising their titles, and republishing them as set 
forth below;
    u. adding new Figures 15-2, 17-2, 27-2, and 28-2, to read as set 
forth below: and
    v. revising Figure 26 to read as set forth below:


Sec. 571.108  Standard No. 108; Lamps, reflective devices, and 
associated equipment.

* * * * *
    S4  Definitions.
* * * * *
    Cutoff means a generally horizontal, visual/optical aiming cue in 
the lower beam that marks a separation between areas of higher and 
lower luminance.
* * * * *
    Integral beam headlamp means a headlamp (other than a standardized 
sealed beam headlamp designed to conform to paragraph S7.3 or a 
replaceable bulb headlamp designed to conform to paragraph S7.5) 
comprising an integral and indivisible optical assembly including lens, 
reflector, and light source, except that a headlamp conforming to 
paragraph S7.8.5.2 or paragraph S7.8.5.3 may have a lens designed to be 
replaceable.
* * * * *
    Replaceable bulb headlamp means a headlamp comprising a bonded lens 
and reflector assembly and one or two replaceable headlamp light 
sources, except that a headlamp conforming to paragraph S7.8.5.2 or 
paragraph S7.8.5.3 may have a lens designed to be replaceable.
* * * * *
    Vehicle headlamp aiming device or VHAD means motor vehicle 
equipment, installed either on a vehicle or headlamp, which is used for 
determining the horizontal or vertical aim, or both the vertical and 
horizontal aim of the headlamp.
* * * * *
    Visually/optically aimable headlamp means a headlamp which is 
designed to be visually/optically aimable in accordance with the 
requirements of paragraph S7.8.5.3 of this standard.
* * * * *
    S5  Requirements.
* * * * *
    S5.3.1.1.1  Clearance lamps may be located at a location other than 
on the front and rear if necessary to indicate the overall width of a 
vehicle, or for protection from damage during normal operation of the 
vehicle, and at such a location they need not meet the photometric 
output at any test point that is 45 degrees inboard.
* * * * *
    S5.5.4  The stop lamps on each vehicle shall be activated upon 
application of the service brakes. The high-mounted stop lamp on each 
vehicle shall be activated only upon application of the service brakes.
* * * * *
    S5.5.8  On a motor vehicle equipped with a headlighting system 
designed to conform to the photometric requirements of Figure 15-1 or 
Figure 15-2, the lamps marked ``L'' or ``LF'' may be wired to remain 
permanently activated when the lamps marked ``U'' or ``UF'' are 
activated. On a motor vehicle equipped with an Integral Beam 
headlighting system meeting the photometric requirements of paragraph 
S7.4(a)(1)(ii), the lower beam headlamps shall be wired to remain 
permanently activated when the upper beam headlamps are activated. On a 
motor vehicle equipped with a headlighting system designed to conform 
to the requirements of Figure 17-1 or Figure 17-2, a lower beam light 
source may be wired to remain activated when an upper beam light source 
is activated if the lower beam light source contributes to compliance 
of the headlighting system with the upper beam requirements of Figure 
17-1 or Figure 17-2.
* * * * *
    S5.8.10  Unless otherwise specified in this standard, each lamp, 
reflective device, or item of associated equipment to which paragraph 
S5.8.1 applies may be labeled with the symbol DOT, which shall 
constitute a certification that it conforms to applicable Federal motor 
vehicle safety standards.
* * * * *
    S7  Headlighting requirements.
* * * * *
    S7.2(a)  The lens of each original and replacement equipment 
headlamp, and of each original equipment and replacement equipment beam 
contributor shall be marked with the symbol ``DOT'' either horizontally 
or vertically which shall constitute the certification required by 49 
U.S.C. 30115.
* * * * *
    S7.3.2  Type A headlighting system. * * *
    (a) * * *
    (3) In paragraphs 4.5.2 and 5.1.6, the words ``Figure 28-1 or 28-2 
of Motor Vehicle Safety Standard No. 108'' are substituted for ``Table 
3.''
* * * * *
    S7.3.3  Type B headlighting system. * * *
    (a) The requirements of paragraph S7.3.2 (a) through (c), except 
that the words ``Figure 27-1 or Figure 27-2'' are substituted for 
``Table 3'' in paragraph S7.3.2(a)(3).
* * * * *
    S7.3.4  Type C headlighting system. A Type C headlighting system 
consists of two Type 1C1 and two Type 2C1 headlamps and associated 
hardware, which are designed to conform to the requirements of 
paragraph S7.3.2 (a) through (d), except that the words ``Figure 28-1 
or Figure 28-2'' are substituted for ``Table 3'' in paragraph 
S7.3.2(a)(3).
    S7.3.5  Type D headlighting system. (a) A Type D headlighting 
system consists of two Type 2D1 headlamps and associated hardware, 
which are designed to conform to the requirements

[[Page 10718]]

of paragraph S7.3.2 (a) through (c), except that the words ``Figure 27-
1 or Figure 27-1'' are substituted for ``Table 3'' in paragraph 
S7.3.2(a)(3).
* * * * *
    S7.3.6  Type E headlighting system. (a) A Type E headlighting 
system consists of two Type 2E1 headlamps and associated hardware, 
which are designed to conform to the requirements of paragraph S7.3.2 
(a) through (c), except that the words ``Figure 27-1 or Figure 27-1'' 
are substituted for ``Table 3'' in paragraph S7.3.2(a)(3).
* * * * *
    S7.3.7 Type F headlighting system. * * *
    (b) The photometric requirements of Figure 15-1 or Figure 15-2 of 
this standard. * * *
* * * * *
    (d) When tested in accordance with section (c), the mounted 
assembly (either Type UF or Type LF headlamps, respective mounting 
ring, aiming ring, and aim adjustment mechanism) shall be designed to 
conform to the requirements of Figure 15-1 or Figure 15-2 for upper or 
lower beams respectively without reaim when any conforming Type UF or 
LF headlamp is tested and replaced by another conforming headlamp of 
the same Type.
* * * * *
    (h) * * *
    (1) The assembly (consisting of the Type UF and LF headlamps, 
mounting rings, the aiming/seating rings, and aim adjustment mechanism) 
shall be designed to conform to the test points of Figure 15-1 or 
Figure 15-2.
* * * * *
    S7.3.8  Type G headlighting system. * * *
* * * * *
    (b) * * * In paragraph 4.5.2, the words ``either Figure 28-1, or 
Figure 28-2'' are substituted for ``Table 3''.
* * * * *
    S7.3.9 Type H headlighting system. * * *
    (a) Paragraphs S7.3.8 (a) through (d) except that in paragraph 
S7.3.8(b), the words ``Figure 27-1 or Figure 27-2'' are substituted for 
``Table 3.''
* * * * *
    S7.4   Integral beam headlighting systems. * * *
    (a) * * *
    (1) * * *
    (i) Figure 15-1 or Figure 15-2; or
    (ii) Figure 15-1 or Figure 15-2, except that the upper beam test 
value at 2.5 D-V and 2.5D-12R and 12L, shall apply to the lower beam 
headlamp and not to the upper beam headlamp, and the upper beam test 
point value at 1.5D-9R and 9L shall be 1000; or
    (iii) Figure 28-1 or Figure 28-2.
    (2) * * *
    (i) Figure 17-1 or Figure 17-2; or
    (ii) Figure 27-1 or Figure 27-2.
    (3) In a system in which there is more than one beam contributor 
providing a lower beam, and/or more than one beam contributor providing 
an upper beam, each beam contributor in the system shall be designed to 
meet only the photometric performance requirements of Figure 15-1 or 
Figure 15-2 based upon the following mathematical expression: 
conforming test point value = 2 (Figure 15-1 or Figure15-2 test point 
value)/total number of lower or upper beam contributors for the 
vehicle, as appropriate. * * *
* * * * *
    (i) An integral beam headlamp may incorporate replaceable light 
sources that are used for purposes other than headlighting.
    S7.5 Replaceable bulb headlamp systems. * * *
* * * * *
    (d) * * *
* * * * *
    (2) * * *
    (i) * * *
    (A) * * *
    (1) The lower beam requirements of Figure 27-1 or Figure 27-2, or 
Figure 17-1 or Figure 17-2, if the light sources in the headlamp system 
are any combination of dual filament replaceable light sources other 
than Type HB2; or
    (2) The lower beam requirements of Figure 17-1 or Figure17-2 if the 
light sources are Type HB2, or any dual filament replaceable light 
sources that include Type HB2; or
* * * * *
    (ii) * * *
    (A) * * *
    (1) The upper beam requirements of Figure 27-1 or Figure 27-2, or 
Figure 17-1 or Figure 17-2 if the light sources in the headlamp system 
are any combination of dual filament replaceable light sources that 
include Type HB2, or
    (2) The upper beam requirements of figure 17-1 or Figure 17-2 if 
the light sources are type HB2, or any combination of replaceable light 
sources that include Type HB2; or
* * * * *
    (3) * * *
    (i) * * *
    (A) The lower beam requirements of Figure 27-1 or Figure 27-2, or 
Figure 15-1 or Figure 15-2 if the light sources in the headlamp system 
are any combination of dual filament light sources other than Type HB2; 
or
    (B) The lower beam requirements of Figure 15-1 or Figure 15-2 if 
the light sources are Type HB2, or dual filament light sources other 
than Type HB1 and HB5. The lens of each such headlamp shall be marked 
with the letter ``L''.
    (ii) * * *
    (A) The upper beam requirements of Figure 27-1 or Figure 27-2, of 
Figure 15-1 or Figure 15-2 if the light sources in the headlamp system 
are any combination of dual filament light sources other than Type HB2; 
or
    (B) The upper beam requirements of Figure 15-1 or Figure 15-2 if 
the light sources are Type HB2, or dual filament light sources other 
tha Type HB1 and Type HB5. The lens of each such headlamp shall be 
marked with the letter ``u''.
    (e) * * *
* * * * *
    (2) * * *
    (i) * * *
    (A) By the outboard light source (or the uppermost if arranged 
vertically) designed to conform to the lower beam requirements of 
Figure 17-1 or Figure 17-2; or
    (B) By both light sources, designed to conform to the lower beam 
requirements of Figure 17-1 or Figure 17-2.
    (ii) * * *
    (A) By the inboard light source (or the lower one if arranged 
vertically) designed to conform to the upper beam requirements of 
Figure 17-1 or Figure 17-2; or
    (B) By both light sources, designed to conform to the upper beam 
requirements of Figure 17-1 or Figure 17-2.
    (3) * * *
    (i) The lower beam shall be produced by the outboard lamp (or upper 
one if arranged vertically), designed to conform to the lower beam 
requirements of Figure 15-1 or Figure 15-2. The lens of each headlamp 
shall be permanently marked with the letter ``L''.
    (ii) The upper beam shall be produced by the inboard lamp (or lower 
one of arranged vertically), designed to conform to the upper beam 
requirements of Figure 15-1 or Figure 15-2. The lens of each headlamp 
shall be permanently marked with the letter ``U''.
* * * * *
    (j) A replaceable bulb headlighting system may incorporate 
replaceable light sources that are used for purposes other than 
headlighting.
* * * * *
    S7.6.2  In a combination headlighting system consisting of two 
headlamps, each headlamp shall be designed to conform to Figure 17-1 or 
Figure 17-2 and shall be a combination of two different headlamps 
chosen from the

[[Page 10719]]

following types: a Type F headlamp, an integral beam headlamp, and a 
replaceable bulb headlamp.
* * * * *
    S7.6.3  In a combination headlighting system consisting of four 
headlamps, each headlamp shall be designed to conform to Figure 15-1 or 
Figure 15-2, or if an integral beam headlamp in which there is more 
than one beam contributor, designed to conform to Figure 15-1 or Figure 
15-2 in the manner required by S7.4(a)(3) of this standard.
* * * * *
    S7.8.1  (a) Each headlamp or beam contributor that is not visually/
optically aimable in accordance with S7.8.5.3 of this standard shall be 
equipped with fiducial marks, aiming pads, or similar references of 
sufficient detail and accuracy, for determination of an appropriate 
vehicle plane to be used with the photometric procedures of SAE J1383 
APR85 for correct alignment with the photometer axis when being tested 
for photometric compliance, and to serve for the aiming reference when 
the headlamp or beam contributor is installed on a motor vehicle. The 
fiducial marks, aiming pads, or similar references are protrusions, 
bubble vials, holes, indentations, ridges, scribed lines, or other 
readily identifiable marks established and described by the vehicle or 
headlamp manufacturer.
    (b) Each motor vehicle manufactured on and after September 1, 1998, 
shall be equipped with headlamps or beam contributors which have a mark 
or markings that are visible from the front of the headlamp when 
installed on the vehicle to identify the optical axis of the headlamp 
to assure proper horizontal and vertical alignment of the aiming screen 
or optical aiming equipment. The manufacturer is free to choose the 
design of the mark or markings. The mark or markings may be on the 
interior or exterior of the lens or indicated by a mark or central 
structure on the interior or exterior of the headlamp.
    (c) Each headlamp that is visually/optically aimable in accordance 
with S7.8.5.3 of this standard shall be marked in accordance with 
S7.8.5.3(f).
    S7.8.2  Except as provided in this paragraph, each headlamp shall 
be installed on a motor vehicle with a mounting and aiming mechanism 
that allows aim inspection and adjustment of both vertical and 
horizontal aim, and is accessible for those purposes without removal of 
any vehicle parts, except for protective covers removable without the 
use of tools.
    S7.8.2.1
* * * * *
    (c) A visually/optically aimable headlamp that has a lower beam 
shall not have a horizontal adjustment mechanism unless such mechanism 
meets the requirements of paragraph S7.8.5.2 of this standard.
    S7.8.2.2 If the headlamp is aimed by moving the reflector relative 
to the lens and headlamp housing, or vice versa, it shall:
    (a) allow movement of the headlamp system, when tested in the 
laboratory, to be not less than the full range of pitch on the vehicle 
on which the headlamp system is installed and for the horizontal aim 
range limits of S7.8.4,
    (b) Conform with the photometrics applicable to it with the lens at 
any position relative to the reflector within the range limits as 
specified in S7.8.2.2(a),
    (c) Be exempted from the aim range limits for testing in a 
laboratory in S7.8.3, and
    (d) Be exempted from S7.8.4 if it is visually/optically aimable and 
has fixed horizontal aim.
* * * * *
    S7.8.4  When a headlamp system is tested in a laboratory, the range 
of its horizontal aim shall be not less that +/-2.5 degrees from the 
nominal correct aim position for the intended vehicle application.
    S7.8.5  When activated in a steady-burning state, headlamps shall 
not have any styling ornament or other feature, such as a translucent 
cover or grill, in front of the lens. Headlamp wipers may be used in 
front of the lens provided that the headlamp system is designed to 
conform with all applicable photometric requirements with the wiper 
stopped in any position in front of the lens. When a headlamp system is 
installed on a motor vehicle, it shall be aimable with at least one of 
the following: An externally applied aiming device, as specified in 
S7.8.5.1; an on-vehicle headlamp aiming device installed by the vehicle 
or lamp manufacturer, as specified in S7.8.5.2; or by visual/optical 
means, as specified in S7.8.5.3.
* * * * *
    S7.8.5.2
* * * * *
    (c) Each headlamp equipped with a VHAD that is manufactured for use 
on motor vehicles manufactured on or after September 1,1998, shall be 
manufactured with its calibration permanently fixed by its 
manufacturer. Calibration in this case means the process of accurately 
aligning the geometry of the VHAD devices with the beam pattern for the 
purposes of compliance with the standard.
* * * * *
    S7.8.5.3  Visual/optical aiming. Each visually/optically aimable 
headlamp shall be designed to conform to the following requirements:
    (a) Vertical aim, lower beam. Each lower beam headlamp shall have a 
cutoff in the beam pattern. It may be either on the left side or the 
right side of the optical axis, but once chosen for a particular 
headlamp system's design, the side chosen for the cutoff shall not be 
changed for any headlamps intended to be used as replacements for those 
system's headlamps.
    (1) Vertical position of cutoff. The headlamp shall be aimed 
vertically so that the cutoff is on the left side, at 0.4 degree down 
from the H-H line, or on the right side, at the H-H line.
    (2) Vertical gradient. The gradient of the cutoff measured at 
either 2.5 degrees L or 2.0 degrees R shall be not less than 0.13 based 
on the procedure of S7.8.5.3, paragraph (a)(5).
    (3) Horizontal position of the cutoff. The width shall be not less 
than two degrees, with not less than two degrees of its actual width 
centered at either 2.5 degrees L, or 2.0 degrees R.
    (4) Maximum inclination of cutoff. The vertical location of the 
highest gradient at the ends of the minimum width shall be within +/-
0.2 degree of the vertical location of the maximum gradient measured at 
the appropriate vertical line (at either 2.5 degrees L for a left side 
cutoff, or 2.0 degrees R for a right side cutoff.)
    (5) Measuring the cutoff parameter. (i) The headlamp shall be 
mounted on a fixture which simulates its actual design location on any 
vehicle for which the headlamp is intended. The fixture, with the 
headlamp installed shall be attached to the goniometer table in such a 
way that the fixture alignment axes are coincident with the goniometer 
axes. The headlamp shall be energized at the specified test voltage.
    (ii) The headlamp beam pattern shall be aimed with the cutoff at 
the H-H axis. There shall be no adjustment, shimming, or modification 
of the horizontal axis of the headlamp or test fixture, unless the 
headlamp is equipped with a VHAD. In this case the VHAD shall be 
adjusted to zero.
    (iii) A vertical scan of the beam pattern shall be conducted for a 
headlamp with a left side gradient by aligning the goniometer on a 
vertical line at 2.5 degrees L and scanning from 1.5 degrees U to 1.5 
degrees D. For a headlamp with a right side gradient, a vertical scan 
of the beam pattern shall be conducted by aligning the goniometer on a 
vertical line at 2.0 degrees R and scanning from 1.5 degrees U to 1.5 
degrees D.

[[Page 10720]]

    (iv) Determine the maximum gradient within the range of the scan by 
using the formula: G = log E(a)-log E(a+0.1), where ``G'' is the 
gradient, ``E'' is illumination and ``a'' is vertical angular position. 
The maximum value of the gradient ``G'' determines the vertical angular 
location of the cutoff. Perform vertical scans at 1.0 degree L and R of 
the measurement point of the maximum gradient to determine the 
inclination.
    (b) Horizontal aim, lower beam. There shall be no adjustment of 
horizontal aim unless the headlamp is equipped with a horizontal VHAD. 
If the headlamp has a VHAD, it shall be set to zero.
    (c) Vertical aim, upper beam. (1) If the upper beam is combined in 
a headlamp with a lower beam, the vertical aim of the upper beam shall 
not be changed from the aim set using the procedures of paragraphs 
S7.8.5.3(a) and (b) used for the lower beam.
    (2) If the upper beam is not combined in a headlamp with a lower 
beam, the vertical aim of the upper beam shall be adjusted so that the 
maximum beam intensity is located on the H-H axis.
    (d) Horizontal aim, upper beam. (1) If the upper beam is combined 
in a headlamp with a lower beam, the horizontal aim of the upper beam 
shall not be changed from the aim set using the procedures of 
paragraphs S7.8.5.3 (a) and (b) used for the lower beam.
    (2) If the upper beam is not combined in a headlamp with the lower 
beam and has fixed horizontal aim or has a horizontal VHAD, then the 
headlamp shall be mounted on a fixture which simulates its actual 
design location on any vehicle for which the headlamp is intended. The 
fixture, with the headlamp installed shall be attached to the 
goniometer table in such a way that the fixture alignment axes are 
coincident with the goniometer axes. The headlamp shall be energized at 
12.8 <plus-minus> 0.20 mV. There shall be no adjustment, shimming, or 
modification of the horizontal axis of the headlamp or test fixture, 
unless the headlamp is equipped with a VHAD. In this case the VHAD 
shall be adjusted to zero.
    (3) If the upper beam is not combined in a headlamp with a lower 
beam, and it does not have a VHAD, the horizontal aim of the upper beam 
shall be adjusted so that the maximium beam intensity is located on the 
V-V axis.
    (e) Photometric Requirements and Measurement. (1) Instead of being 
designed to conform to the photometric requirements of Figures 15-1, 
17-1, 27-1 or 28-1, a visually/optically aimable headlamp shall be 
designed to conform to the requirements of Figures 15-2, 17-2, 27-2 or 
28-2 when tested in accordance with paragraph (2) and SAE J575 DEC88, 
with the distance from the photometer to the headlamp no less than 18.3 
m.
    (2) If the lower beam has a left side cutoff, reaim the headlamp 
vertically to place the maximum gradient found in paragraph S7.8.5.3 at 
0.4 degree below the H-H line. For a headlamp with a lower beam right 
side cutoff, place the maximum gradient found in paragraph S7.8.5.3 at 
the H-H line. For an upper beam, the headlamp would already be aimed at 
the end of the procedure found in paragraph S7.8.5.3. A 0.25 degree 
reaim is permitted in any direction at any test point.
    (f) Marking--(1) Headlamp optical axis mark. There shall be a mark 
or markings identifying the optical axis of the headlamp visible from 
the front of the headlamp when installed on the vehicle, to assure 
proper horizontal and vertical alignment of the aiming screen or 
optical aiming equipment with the headlamp being aimed. The 
manufacturer is free to choose the design of the mark or markings. The 
mark or markings may be on the interior or exterior of the lens or 
indicated by a mark or central structure on the interior or exterior of 
the headlamp.
    (2) Visual/optical aimability identification marks. (i) The lens of 
a lower beam headlamp shall be marked ``VOL'' if the headlamp is 
intended to be visually/optically aimed using the left side of the 
lower beam pattern.
    (ii) The lens of a lower beam headlamp shall be marked ``VOR'' if 
the headlamp is intended to be visually/optically aimed using the right 
side of the lower beam pattern.
    (iii) The lens of each sealed beam or integral beam headlamp shall 
be marked ``VOR'' if the headlamp is of a type that was manufactured 
before May 1, 1997, and if such headlamp type has been redesigned since 
then to be visually/optically aimable.
    (iv) The lens of a headlamp that is solely an upper beam headlamp 
and intended to be visually/optically aimed using the upper beam shall 
be marked ``VO''.
    (v) Each letter used in marking according to this paragraph shall 
be not less than 3 mm. high.
* * * * *
    S10. Simultaneous aim photometry tests.
    (a) Type F headlamp systems. * * * Photometry measurements of the 
UF photometry unit shall be completed using the aiming plane so 
established, and the procedures of section 4.1 and 4.1.4 Standard J1383 
APR85, and Figure 15-1 or Figure 15-2. * * * 

    (b) Integral beam headlamp systems. * * * Photometric compliance of 
the lower beam shall be determined with all lower beam contributors 
illuminated and in accordance with sections 4.1 and 4.1.6 of SAE 
Standard J1383 APR85, and Figure 15-1 or Figure 15-2. * * *
BILLING CODE 4910-59-P

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    Issued on March 4, 1997.
Ricardo Martinez,
Administrator.
[FR Doc. 97-5723 Filed 3-7-97; 8:45 am]
BILLING CODE 4910-59-C