Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19253

well as safety advocacy groups and the

general public.

For individuals and groups unable to

attend the meeting, the FHWA will

publish the draft standard in the

Federal Register. Further, the CCMTA

has posted information on the

INTERNET. The website is: http://

www.ab.org/ccmta/ccmta.html.

With regard to future rulemaking

notices, the FHWA will publish a

separate notice concerning its review of

the docket comments sent in response to

the ANPRM. That notice will

summarize the comments and identify

any issues that warrant reconsideration

of the standard development process.

Meeting Information

The meeting will be held on May 3,

1997, at the Wyndham Greenspoint

Hotel, 12400 Greenspoint Drive,

Houston, Texas. The meeting is

scheduled from 9:00 a.m. to 5:00 p.m.

and is part of the Commercial Vehicle

Safety Alliance’s 1997 Spring

Workshop. Attendance for the cargo

securement meeting is free of charge

and open to all interested parties.

However, anyone interested in attending

any other session or committee meeting

of the CVSA’s Spring Workshop must

register with the CVSA and pay the

appropriate registration fee. For further

information about registration for other

sessions or meetings of the CVSA’s

Spring Workshop please contact the

CVSA at (301) 564–1623.

The FHWA notes that since the

CVSA’s 1997 Spring Workshop is being

held at the Wyndham Greenspoint

Hotel, the availability of guest rooms at

the hotel is very unlikely. Therefore,

those needing hotel accommodations

may need to make reservations at other

hotels in the vicinity.

List of Subjects in 49 CFR Part 393

Highway safety, Motor carriers, Motor

vehicle safety.

Authority: 49 U.S.C. 31136, 31502; 49 CFR

1.48.

Jill L. Hochman,

Acting Associate Administrator, Office of

Motor Carriers.

[FR Doc. 97–10238 Filed 4–18–97; 8:45 am]

BILLING CODE 4910–22–P

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Part 571

[Docket No. 97–21; Notice 1]

RIN 2127–AG55

Federal Motor Vehicle Safety

Standards; Metric Conversion

AGENCY: National Highway Traffic

Safety Administration (NHTSA), DOT.

ACTION: Notice of proposed rulemaking.

SUMMARY: This document proposes to

revise selected Federal Motor Vehicle

Safety Standards (FMVSS) by

converting English measurements

specified in those standards to metric

measurements. This document begins

the second phase of several rulemaking

actions that NHTSA will undertake to

implement the Federal policy that the

metric system of measurement is the

preferred system of weights and

measures for United States trade and

commerce. The proposed conversions

are not intended to make any changes in

the stringency of the affected FMVSS.

DATES: Comments must be received on

or before June 20, 1997.

ADDRESSES: All comments should refer

to the docket number and notice

number in the heading of this notice

and be submitted, preferably in ten

copies, to: Docket Section, Room 5109,

National Highway Traffic Safety

Administration, 400 Seventh Street,

SW., Washington, DC 20590. Docket

hours are 9:30 a.m. to 4 p.m., Monday

through Friday.

FOR FURTHER INFORMATION CONTACT: Mr.

Kevin Cavey, National Highway Traffic

Safety Administration, 400 Seventh

Street, SW., Washington, DC 20590. Mr.

Cavey’s telephone number is: (202) 366–

5271.

SUPPLEMENTARY INFORMATION:

Outline of Document

I. Background Information

II. Today’s Notice of Proposed Rulemaking

A. Exact Versus Equivalent Conversions

1. Gross Vehicle Weight Ratings

2. Standard No. 219, Windshield zone

intrusion, and Standard No. 301, Fuel

system integrity

B. ‘‘Mass’’ v. ‘‘Weight’’

C. Force Measurements

D. Dual Measurements

E. Leadtime

F. Other Changes

III. Regulatory Impacts

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures

B. Regulatory Flexibility Act

C. Environmental Impacts

D. Federalism

E. Civil Justice Reform

Proposed Regulatory Text

I. Background Information

Section 5164 of the Omnibus Trade

and Competitiveness Act (Pub. L. 1 00–

418), makes it United States (U.S.)

policy that the metric system of

measurement is the preferred system of

weights and measures for United States

trade and commerce. Through Executive

Order 12770, Federal agencies are

directed to comply with the Act by

adopting a conversion schedule for their

programs by September 30, 1992. In a

Federal Register document of April 21,

1992 (57 FR 14619), the National

Highway Traffic Safety Administration

(NHTSA) published its plan to use the

metric system in NHTSA programs, and

included an implementation schedule to

convert the Federal Motor Vehicle

Safety Standards (FMVSSs) to metric

measurements.

Using the plan, in the Federal

Register of March 15, 1994 (59 FR

11962), the agency published a notice of

proposed rulemaking (NPRM) to convert

English system measurements in

selected FMVSSs to the metric system.

In this first round of conversions, the

agency selected the following FMVSSs

for which conversions were simple, and

relatively straightforward: Standard No.

102, Transmission shift lever sequence,

starter interlock, and transmission

braking effect; Standard No. 103,

Windshield defrosting and defogging

systems; Standard No. 104, Windshield

wiping and washing systems; Standard

No. 107, Reflecting surfaces; Standard

No. 110, Tire selection and rims;

Standard No. 112, Headlamp

concealment devices; Standard No. 114,

Theft protection; Standard No. 115,

Vehicle identification number—basic

requirements; Standard No. 120, Tire

selection and rims for motor vehicles

other than passenger cars; Standard No.

124, Accelerator control systems;

Standard No. 126, Truck-camper

loading; Standard No. 205, Glazing

materials; Standard No. 206, Door locks

and door retention components;

Standard No. 207, Seating systems;

Standard No. 212, Windshield

mounting, and Standard No. 216, Roof

crush resistance.

NHTSA reviewed the public

comments in response to the NPRM,

and made certain changes

recommended by the commenters. In a

final rule of March 14, 1995 (60 FR

13639), the agency converted to the

metric system, English measurements in

the above named Federal Motor Vehicle

Safety Standards (49 CFR 571 et seq.).
19254 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

1To illustrate equivalent and exact conversions,

an equivalent conversion of two inches would be

51 millimeters, while an exact conversion would be

50.8 millimeters.

The final rule discussed principles for

NHTSA to follow in converting English

measurements to the metric system.

These principles are also applicable to

the present rulemaking and are

discussed below.

II. Today’s Notice of Proposed

Rulemaking

In this notice of proposed rulemaking,

NHTSA proposes to convert to metric

measurements, English measurements

in the following Federal Motor Vehicle

Safety Standards: Standard No. 101,

Controls and displays; Standard No.

109, New pneumatic tires; Standard No.

111, Rearview mirrors; Standard No.

116, Motor vehicle brake fluids;

Standard No. 117, Retreaded pneumatic

tires; Standard No. 119, New pneumatic

tires for vehicles other than passenger

cars; Standard No. 123, Motorcycle

controls and displays; Standard No. 201,

Occupant protection in interior impact;

Standard No. 202, Head restraints;

Standard No. 203, Impact protection for

the driver from the steering control

system; Standard No. 204, Steering

control rearward displacement;

Standard No. 209, Seat belt assemblies;

Standard No. 210, Seat belt assembly

anchorages; Standard No. 219,

Windshield zone intrusion; Standard

No. 220, School bus rollover protection;

Standard No. 222, School bus passenger

seating and crash protection; Standard

No. 301, Fuel system integrity; and

Standard No. 302, Flammability of

interior materials.

As noted above, NHTSA established

principles in converting English system

measurements to the metric system in

the first round of metrication. NHTSA

intends to metricate the selected

FMVSSs according to the following

principles.

A. Exact Versus Equivalent Conversions

With respect to the nature of the

conversions to be made, the agency

generally favors the use of equivalent

conversions 1 because using values

stated in integers would facilitate

making measurements during

compliance testing. However, NHTSA

will not use equivalent conversions

where there is a specific safety need or

other reason to make an exact

conversion.

In the majority of cases, the proposed

conversions are equivalent conversions.

It is the agency’s intent that, if made

final, these equivalent conversions have

no substantive effect on specifications

or requirements in the affected standard.

Public comment is sought on whether

each equivalent conversion would

substantively affect the regulatory text.

If there would be a substantive effect,

comment is requested on the

appropriate exact conversion.

In certain cases, exact conversions are

proposed. Most of the exact conversions

specify the height of lettering, the

minimum depth to which the lettering

must be impressed, or the maximum

height to which it must be embossed. In

such situations, manufacturers typically

have invested in molds and other

materials that produce lettering of very

precise sizes. NHTSA does not want the

conversion of the required lettering to

have the effect of requiring

manufacturers to have to change molds

and materials.

NHTSA also proposes to use exact

conversions for certain other

measurements, to avoid a possibility

that the standard would become more

stringent after the conversion. For each

of these proposed conversions, the

agency seeks comment on whether use

of the equivalent, rather than the exact

conversion, would make a substantive

difference:

1. Gross Vehicle Weight Ratings

(GVWRs)

NHTSA proposes to convert any

references to GVWRs to the exact

conversion. GVWRs of 10,000 pounds

are proposed to be converted to 4536

kilograms and GVWRs of 6,000 pounds

are proposed to be converted to 2,722

kilograms. NHTSA is aware that some of

the Canadian Motor Vehicle Safety

Standards use the equivalent

conversions of 4500 kilograms for the

10,000 pound GVWR and 2700

kilograms for the 6000 pound GVWR.

Such an exact GVWR conversion

could affect the applicability of some of

the FMVSS’s to particular vehicles. In

the case of standards that apply to

vehicles with a GVWR of 10,000 pounds

or less, rounding to 4500 kilograms

would affect any vehicles between 4501

and 4536 kilograms GVWR. Such

vehicles may be excluded from

FMVSS’s that had applied to them (e.g.,

Standards Nos. 201, Occupant

protection in interior impact, and 203,

Impact protection for the driver from the

steering control system, which apply to

vehicles with GVWR’s of 10,000 pounds

or less), or be subject to requirements

that had previously not applied to them

(e.g, Standard No. 222, School Bus

Passenger Seating and Crash Protection

which applies to vehicles with GVWR’s

of more than 10,000 pounds).

NHTSA notes that the number of

vehicles in the 4501 to 4536 kilogram or

2700 to 2722 kilogram ranges is likely

to be very small. NHTSA requests

comments on whether to use equivalent

conversions or exact conversion.

2. Standard No. 219, Windshield Zone

Intrusion, and Standard No. 301, Fuel

System Integrity

Under the test conditions of S7.7(b) in

Standard No. 219, and the test

conditions of S7.1.6(b) in Standard No.

301, certain tested vehicles must be

loaded to their unloaded vehicle weight

plus 300 pounds. In this NPRM, the

agency proposes to convert 300 pounds

to 136 kilograms, the equivalent

conversion. The Canadian standards

have converted 300 pounds to the

equivalent conversion of 140 kilograms.

In the conversion of 300 pounds, the

concern about stringency is particularly

relevant because the manufacturers’

certification testing for Standards Nos.

208, Occupant crash protection; 212,

Windshield mounting; 219, Windshield

zone intrusion; and 301, Fuel system

integrity can be conducted in a single

crash test. A slight increase in the load

required for Standards Nos. 219 and 301

testing (resulting from a conversion to

140 kilograms) may necessitate the

manufacturers conducting a separate

crash test for Standard No. 219 and

Standard No. 301 certification. To avoid

this situation, the agency proposes to

convert 300 pounds to the equivalent

conversion of 136 kilograms, rather than

the equivalent conversion of 140

kilograms.

B. ‘‘Mass’’ v. ‘‘Weight’’

Kilograms are measures of ‘‘mass,’’

not ‘‘weight.’’ Thus, in instances in

which the safety standards use ‘‘weight’’

to mean ‘‘mass’’ in describing

compliance testing conditions and

procedures, or in other instances in

which the standards are primarily

directed to engineers or other

technically trained persons, NHTSA

proposes to revise ‘‘weight’’ in the

regulatory text to ‘‘mass.’’ As an

example, in Standard No. 116, Motor

vehicle brake fluids, a sentence in

S6.11.1 states: ‘‘At the end of this

period, the metal strips are examined for

pitting, etching, and weight loss.’’

NHTSA proposes to amend this

sentence to read: ‘‘At the end of this

period, the metal strips are examined for

pitting, etching, and loss of mass.’’

However, in instances in which the

word ‘‘weight’’ is part of a term defined

at 49 CFR part 571.3, such as ‘‘curb

weight,’’ ‘‘gross axle mass rating,’’ or

‘‘unloaded vehicle weight,’’ NHTSA is

not making the change. NHTSA

proposes not to adopt terms such as

‘‘curb mass,’’ ‘‘gross axle mass rating,’’

or ‘‘unloaded vehicle mass.’’ NHTSA
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19255

will consider amending terms that use

‘‘weight’’ in future rulemakings to

metrify the safety standards.

While NHTSA is considering

changing references in the FMVSSs

from ‘‘weight’’ to ‘‘mass’’, it is also

concerned about the effect of such a

change. For example, NHTSA is still

uncertain whether the general public

would be confused by use of the phrase

‘‘Camper mass is llll kg’’ rather

than ‘‘Camper weight’’ specified in

Standard No. 126. In addition, States

use terms such as gross vehicle

‘‘weight’’ rating as the basis for

determining which vehicle registration

fees, driver’s licensing requirements,

and restrictions on use of roads are

applicable to particular vehicles. Before

making a change from ‘‘weight’’ to

‘‘mass,’’ NHTSA wants to obtain public

comment on each of the proposed

changes.

C. Force Measurements

Standard No. 220 and Standard No.

222 establish strength requirements for

school bus rollover and for school bus

passenger seating, respectively.

Standard No. 220 requires that a school

bus roof withstand a force equal to 11⁄2

times the vehicle weight applied to the

roof. Standard No. 222 specifies in part

that school bus passenger seats be

equipped with cushions that will not

separate from the seat at any attachment

point when subjected to an upward

force of five times the seat cushion

weight. When using units of English

measurement, both weight and force are

expressed in pounds. However, the

metric system expresses mass in

kilograms and force in Newtons. Thus,

in converting forces to the metric

system, there is no simple one-to-one

conversion when calculating the force

that should be applied. Instead, persons

conducting tests will need to measure

the weight of the seat or vehicle mass in

kilograms and multiply each figure by

9.8 m/s2 to convert the figure to

Newtons.

In making the metric conversion of

the force measurements in Standard No.

220 and Standard No. 222, NHTSA

proposes to specify the steps of the

conversion in the regulatory language,

to minimize the chance of the wrong

metric system conversion being made.

Specifically, for Standard No. 220,

NHTSA proposes to amend the force

measurement language (in S4.) to

provide that the roof of the vehicle’s

body structure shall be subjected to a

force in Newtons equal to 11⁄2 times the

unloaded vehicle weight, measured in

kilograms and multiplied by 9.8 m/s2.

For Standard No. 222, NHTSA proposes

to amend the force measurement

language (in S5.1.5) to provide that the

seat cushion shall not separate from the

seat at any attachment point when

subjected to an upward force in

Newtons of 5 times the mass of the seat

cushion in kilograms and multiplied by

9.8 m/s2. Comment is sought on this

proposal to specify the calculation of

the metric force measurement for

Standards Nos. 220 and 222.

D. Dual Measurements

NHTSA also seeks comment on

proposed metric conversions of certain

tables. When converting the FMVSSs to

the metric system, the agency believes

that some tables incorporating metric

measurements would not be very

informative to American mirror or tire

manufacturers and retreaders, many of

which may be more familiar with

English measurements. Therefore, in the

case of the mirror and tire standards, it

is proposed that the tables and

regulatory text provide both the English

and metric systems of measurement.

Specifically, in Standard No. 111,

Rearview mirrors, NHTSA proposes to

provide both English and metric

measurements for radii of curvature

specified in Table I—‘‘Conversion Table

from Spherometer Dial Reading to

Radius of Curvature’’. In Standard No.

117, Retreaded pneumatic tires, NHTSA

proposes to include both p.s.i. and kPa

measurements in Table I—‘‘Plies’’. In

Standard No. 119, New pneumatic tires

for vehicles other than passenger cars,

NHTSA proposes to provide both

English and metric measurements in

Table I—‘‘Strength Test Plunger

Diameter’’, Table II—‘‘Minimum Static

Breaking Energy’’, and Table III—

‘‘Endurance Test Schedule’’.

If the proposed use of dual

measurements is adopted as final, the

agency anticipates, at some future date,

phasing out the English units of

measurement. Public comment is sought

generally on this proposal to use dual

measurements for the specified tables

and on the period of time after which

the English units of measurements

should be phased out.

E. Lead Time

NHTSA proposes that if made final,

the changes proposed in this NPRM take

effect one year after the publication of

the final rule, with manufacturers given

the option to comply immediately with

the new measurements. NHTSA

believes one year is enough lead time

for industry to make any necessary

changes. NHTSA has consistently stated

that it is not the agency’s intent to

impose unnecessary costs to

manufacturers as a result of the

metrication process. NHTSA is aware

that if some of the proposed changes in

the tire standards, were made final, tire

mold manufacturers would have to

change molds to accommodate the new

metric/English measurements. Changing

tire molds to accommodate labeling

with metric measurements where it is

not specified may result in

manufacturers incurring significant

costs unless sufficient lead time is given

so that changes could be made when

molds are changed. NHTSA seeks

comment on the amount of lead time

tire manufacturers should be given so

that they could meet any changes that

may result if this NPRM were made

final. NHTSA specifically asks whether

one year is enough lead time to permit

tire manufacturers to purchase new

molds that would meet the metricated

standard, if made final.

F. Other Changes

1. Standard No. 207, Seating Systems

As earlier noted, in the final rule of

March 14, 1995, NHTSA converted

English measurements in Standard No.

207 to the metric system. Subsequently,

it was discovered that the conversion

resulted in typographical errors in

S5.1.2 (part of the section on test

procedures), so that the part of the

‘‘seat’’ to which force is applied was no

longer specific. In this NPRM, NHTSA

proposes to correct the second sentence

of S5.1.2. to read: ‘‘Apply forces, in

Newtons, equal to 20 times the mass of

the seat back in kilograms multiplied by

9.8 m/s2 horizontally through the center

of gravity of the seat back, as shown in

Figure 2 and apply forces, in Newtons,

equal to 20 times the mass of the seat

bench in kilograms multiplied by 9.8

m/s2 horizontally through the center of

gravity of the seat bench, as shown in

Figure 3.’’

2. Standard No. 210, Seat Belt Assembly

Anchorages

NHTSA also proposes to correct an

error in the figures for Standard No. 210.

Specifically, Figure 2, ‘‘Body Block for

Lap Belt Anchorage’’ should have been

removed when Figures 2A and 2B were

added to the standard (See 55 FR 17984,

April 30, 1990). NHTSA notes that since

Figure 2 and Figure 2A are technically

equivalent, the duplication of the two

figures did not create conflicting

requirements in Standard No. 210.

3. Removing Outdated Language

NHTSA further proposes to remove

outdated language in Standard No. 204

and Standard No. 210. Specifically, in

Standard No. 204, Steering control

rearward displacement, NHTSA

proposes to remove S4.1, that refers to
19256 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

vehicles manufactured before

September 1, 1991. In Standard No. 210,

Seat belt assembly anchorages, NHTSA

proposes to remove S4.3.1.5, that refers

to vehicles manufactured between

September 1, 1992 and September 1,

1993.

III. Regulatory Impacts

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures

NHTSA has examined the impact of

this rulemaking action under E.O. 12866

and the Department of Transportation’s

regulatory policies and procedures. This

rulemaking document was not reviewed

under E. O. 12866, ‘‘Regulatory

Planning and Review.’’ This action has

been determined to be not ‘‘significant’’

under DOT’s regulatory policies and

procedures. In converting the Federal

Motor Vehicle Safety Standards from

the English to the metric measurement

system, the agency proposes

conversions that would not

substantively change the performance

requirements of the FMVSS’s. If this

rule is made final, manufacturers now

providing consumer information (e.g.,

labeling) may incur minimal additional

costs since they would have to change

their information to add the metric

units. However, the agency believes

additional costs would be minuscule,

since manufacturers currently label and

provide consumer information in

English units. The impacts of this action

would be so minor that a full regulatory

evaluation for this proposed rule has not

been prepared.

B. Regulatory Flexibility Act

The agency has also considered the

effects of this rulemaking action under

the Regulatory Flexibility Act (5 U.S.C.

601 et seq.). I certify that this proposed

rule would not, if promulgated, have a

significant economic impact on a

substantial number of small entities.

The rationale for this certification is that

no substantive change resulting from

converting the FMVSS from the English

system to the metric system will be

made to the performance requirements

of any of the Federal Motor Vehicle

Safety Standards. Manufacturers that

qualify as small businesses that do not

now label their products in metric units

or provide consumer information in

metric units would incur some costs to

include metric labeling. However, the

agency believes such costs would be

minimal, given these manufacturers are

currently labeling and providing the

consumer information in English units.

C. Environmental Impacts

In accordance with the National

Environmental Policy Act of 1969, the

agency has considered the

environmental impacts of this proposed

rule and determined that, if adopted as

a final rule, it would not have a

significant impact on the quality of the

human environment.

D. Federalism

This action has been analyzed in

accordance with the principles and

criteria contained in Executive Order

12612, and it has been determined that

the proposed rulemaking does not have

sufficient federalism implications to

warrant the preparation of a Federalism

Assessment.

E. Civil Justice Reform

This proposed rule would not have a

retroactive effect. Under Section 103(d)

of the National Traffic and Motor

Vehicle Safety Act (15 U.S.C. 1392(d)),

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. Section 105 of the

Act (15 U.S.C. 1394) 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.

Public Comments

Interested persons are invited to

submit comments on the proposal. It is

requested, but not required, that 10

copies be submitted.

All comments must not exceed 15

pages in length. (49 CFR 553.21).

Necessary attachments may be

appended to these submissions without

regard to the 15-page limit. This

limitation is intended to encourage

commenters to detail their primary

arguments in a concise fashion.

If a commenter wishes to submit

certain information under a claim of

confidentiality, three copies of a

complete submission, including

purportedly confidential business

information, should be submitted to the

Chief Counsel, NHTSA, at the street

address given above, and seven copies

from which the purportedly confidential

information has been deleted should be

submitted to the Docket Section. A

request for confidentiality should be

accompanied by a cover letter setting

forth the information specified in the

agency’s confidential business

information regulation. 49 CFR part 512.

All comments received before the

close of business on the comment

closing date indicated above for the

proposal will be considered, and will be

available for examination in the docket

at the above address both before and

after that date. To the extent possible,

comments filed after the closing date

will also be considered. Comments

received too late for consideration in

regard to the final rule will be

considered as suggestions for further

rulemaking action. Comments on the

proposal will be available for inspection

in the docket. The NHTSA will continue

to file relevant information as it

becomes available in the docket after the

closing date, and it is recommended that

interested persons continue to examine

the docket for new material.

Those persons desiring to be notified

upon receipt of their comments in the

rules docket should enclose a selfaddressed, stamped postcard in the

envelope with their comments. Upon

receiving the comments, the docket

supervisor will return the postcard by

mail.

List of Subjects in 49 CFR Part 571

Imports, Motor vehicle safety, Motor

vehicles, Rubber and rubber products,

Tires.

In consideration of the foregoing, it is

proposed that the Federal Motor Vehicle

Safety Standards (49 CFR Part 571), be

amended as set forth below.

PART 571—FEDERAL MOTOR

VEHICLE SAFETY STANDARDS

1. The authority citation for part 571

would continue 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 571.101 would be amended

by revising S5(a) and revising S5.3.5 to

read as follows:

§ 571.101 Standard No. 101; Controls and

displays.

* * * * *

S5. Requirements. (a) Except as

provided in paragraph (b) of this

section, each passenger car,

multipurpose passenger vehicle, truck

and bus manufactured with any control

listed in S5.1 or in column 1 of Table

1, and each passenger car, multipurpose

passenger vehicle and truck or bus less

than 4,536 kg GVWR with any display

listed in S5.1 or in column 1 of Table

2 shall meet the requirements of this

standard for the location, identification,
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19257

and illumination of such control or

display.

* * * * *

S5.3.5 Any source of illumination

within the passenger compartment

which is forward of a transverse vertical

plane 110 mm rearward of the mannikin

‘‘H’’ point with the driver’s seat in its

rearmost driving position, which is not

used for the controls and displays

regulated by this standard, which is not

a telltale, and which is capable of being

illuminated while the vehicle is in

motion, shall have either (1) light

intensity which is manually or

automatically adjustable to provide at

least two levels of brightness, (2) a

single intensity that is barely discernible

to a driver who has adapted to dark

ambient roadway conditions, or (3) a

means of being turned off. This

requirement does not apply to buses

that are normally operated with the

passenger compartment illuminated.

* * * * *

3. Section 571.101 would be amended

by revising Table 2 at the end of S6 and

following Table 1(a) to read as follows:

BILLING CODE 4910–59–P
19258 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

BILLING CODE 4910–59–C
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19259

4. Section 571.109 would be amended

by revising in S4.2.1, paragraph (d);

revising S4.2.2.3.1; revising S4.2.2.3.2;

revising the first sentence of S4.3

Labeling Requirements introductory

paragraph; revising the first sentence of

S4.3.5; revising S5.2.2.1; revising

S5.3.2.1; revising S5.3.2.3; revising

S5.4.1.2; revising S5.4.2.1; revising

S5.4.2.2; revising S5.4.2.3; revising

S5.5.2; revising S5.5.3; and revising

S5.5.4 to read as follows:

§ 571.109 Standard No. 109; New

pneumatic tires.

* * * * *

S4.2.1 General. Each tire shall

conform to each of the following:

* * * * *

(d) It shall incorporate a tread wear

indicator that will provide a visual

indication that the tire has worn to a

tread depth of 2 mm (1/16 inch).

* * * * *

S4.2.2.3 Tubeless tire resistance to

bead unseating.

S4.2.2.3.1 When a tubeless tire that

has a maximum inflation pressure other

than 414 kPa (60 psi) is tested in

accordance with S5.2, the applied force

required to unseat the tire bead at the

point of contact shall be not less than:

(a) 6,672 N (1,500 pounds) for tires

with a designated section width of less

than 152 mm (6 inches);

(b) 8,896 N (2,000 pounds) for tires

with a designated section width of 152

mm (6 inches) or more but less than 203

mm (8 inches);

(c) 11,120 N (2,500 pounds) for tires

with a designated section width of 203

mm (8 inches) or more, using the

section width specified in a submission

made by an individual manufacturer,

pursuant to S4.4.1(a), or in one of the

publications described in S4.4.1(b) for

the applicable tire size designation and

type.

S4.2.2.3.2 When a tire that has a

maximum inflation pressure of 414 kPa

(60 psi) is tested in accordance with

S5.2, the applied force required to

unseat the bead at the point of contact

shall be not less than:

(a) 6,672 N (1,500 pounds) for tires

with a maximum load rating of less than

399 kg (880 pounds);

(b) 8,896 N (2,000 pounds) for tires

with a maximum load rating of 399 kg

(880 pounds) or more but less than 635

kg (1,400 pounds);

(c) 11,120 N (2,500 pounds) for tires

with a maximum load rating of 635 kg

(1,400 pounds) or more, using the

maximum load rating marked on the

sidewall of the tire.

* * * * *

S4.3 Labeling Requirements. Except

as provided in S4.3.1 and S4.3.2, each

tire shall have permanently molded into

or onto both sidewalls, in letters and

numerals not less than 2 mm (0.078

inches) high, the information shown in

paragraphs S4.3 (a) and (g). * * *

* * * * *

S4.3.5 If the maximum inflation

pressure of a tire is 414 kPa (60 psi), the

tire shall have permanently molded into

or onto both sidewalls, in letters and

numerals not less than 13 mm (1⁄2 inch),

the words ‘‘Inflate to 60 psi’’ or ‘‘Inflate

to 414 kPa (60 psi)’’. * * *

* * * * *

S5.2.2 Test procedure.

S5.2.2.1 Apply a load through the

block to the tire outer sidewall at the

distance specified in Figure 1 for the

applicable wheel size at a rate of 51 mm

(2 inches) per minute, with the load arm

substantially parallel to the tire and rim

assembly at the time of engagement.

* * * * *

S5.3.2 Test procedure.

S5.3.2.1 Force a 19 mm (3⁄4 inch)

diameter cylindrical steel plunger with

a hemispherical end perpendicularly

into the tread rib as near to the

centerline as possible, avoiding

penetration into the tread groove, at the

rate of 51 mm (2 inches) per minute.

* * * * *

S5.3.2.3 Compute the breaking

energy for each test point by means of

one of the two following formulas:

W = [(F × P)/2] × 103 (Joules)

Where

W = Energy, in Joules;

F = Force, Newtons; and

P = Penetration, mm; or

W = [(F × P)/2]

Where

W = Energy, inch-pounds;

F = Force, pounds; and

P = Penetration, inches.

* * * * *

S5.4.1.2 Condition the tire assembly

to 38°±2° C (100°±5° F) for at least three

hours.

* * * * *

S5.4.2.1 Mount the tire and wheel

assembly on a test axle and press it

against a flat-faced steel test wheel 1708

mm (67.23 inches) in diameter and at

least as wide as the section width of the

tire to be tested or an approved

equivalent test wheel, with the

applicable test load specified in the

table in S5.4.2.3 for the tire’s size

designation, type and maximum

permissible inflation pressure.

S5.4.2.2 During the test, the air

surrounding the test area shall be 38°±2°

C (100°±5° F).

S5.4.2.3 Conduct the test at 80

kilometers per hour (km/h)(50 miles per

hour) in accordance with the following

schedule without pressure adjustment

or other interruptions:

The loads for the following periods

are the specified percentage of the

maximum load rating marked on the tire

sidewall:

Percent

4 hours .......................................... 85

6 hours .......................................... 90

24 hours ........................................ 100

* * * * *

S5.5 High speed performance.

* * * * *

S5.5.2 Break in the tire by running it

for 2 hours at 80 km/h (50 mph).

S5.5.3 Allow to cool to 38°±2° C

(100°±5° F) and readjust the inflation

pressure to the applicable pressure

specified in Table II.

S5.5.4 Without readjusting inflation

pressure, test at 121 km/h (75 mph) for

30 minutes, 129 km/h (80 mph) for 30

minutes, and 137 km/h (85 mph) for 30

minutes.

* * * * *

5. In § 571.109, Figure 1—‘‘Bead

Unseating Fixture—Dimensions in

Inches’’, the Table titled ‘‘Figures for

Standard No. 109,’’ Figure 2—‘‘Diagram

of Beat Unseating Block Dimensions in

Inches’’, and Figure 2A—‘‘Diagram of

Bead Unseating Block—Dimensions in

Inches’’ after S6, and preceding

Appendix A, would be revised to read

as follows:

BILLING CODE 4910–59–P
19260 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19261
19262 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

BILLING CODE 4910–59–C
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19263

(Accompanies Figure 1)

Figures for Standard 109

Wheel sizes

Dimension ‘‘A’’ for tires with maximum inflation pressure

Other than 60 psi Other than 414 kPa 60 psi 414kPa

19 inches .............................................................................. 13.00 in ..................... 330 mm ..................... 12.00 in ..................... 305 mm

18 inches .............................................................................. 12.50 in ..................... 318 mm ..................... 11.40 in ..................... 290 mm

17 inches .............................................................................. 12.00 in ..................... 305 mm ..................... 10.60 in ..................... 269 mm

16 inches .............................................................................. 11.50 in ..................... 292 mm ..................... 9.90 in ....................... 251 mm

15 inches .............................................................................. 11.00 in ..................... 279 mm ..................... 9.40 in ....................... 239 mm

14 inches .............................................................................. 10.50 in ..................... 267 mm ..................... 8.90 in ....................... 226 mm

13 inches .............................................................................. 10.00 in ..................... 254 mm ..................... 8.40 in ....................... 213 mm

12 inches .............................................................................. 9.50 in ..................... 241 mm ..................... ....................................

11 inches .............................................................................. 9.00 in ..................... 229 mm ..................... ....................................

10 inches .............................................................................. 8.50 in ..................... 216 mm ..................... ....................................

320 mm ................................................................................ 8.50 in ..................... 216 mm ..................... ....................................

340 mm ................................................................................ 9.00 in ..................... 229 mm ..................... ....................................

345 mm ................................................................................ 9.25 in ..................... 235 mm ..................... ....................................

365 mm ................................................................................ 9.75 in ..................... 248 mm ..................... ....................................

370 mm ................................................................................ 10.00 in ..................... 254 mm ..................... ....................................

390 mm ................................................................................ 11.00 in ..................... 279 mm ..................... ....................................

415 mm ................................................................................ 11.50 in ..................... 292 mm ..................... ....................................

400 mm1 ............................................................................... 10.25 in ..................... 260 mm ..................... ....................................

425 mm1 ............................................................................... 10.75 in ..................... 273 mm ..................... ....................................

450 mm1 ............................................................................... 11.25 in ..................... 286 mm ..................... ....................................

475 mm1 ............................................................................... 11.75 in ..................... 298 mm ..................... ....................................

500 mm1 ............................................................................... 12.25 in ..................... 311 mm ..................... ....................................

1For CT Tires only.

6. In § 571.109, in Appendix A, Table

1–A—‘‘For Bias Ply Tires with

Designated Section Width of 6 Inches

and Above’’, Table 1–B ‘‘For Bias Ply

Tires with Designated Section Width

Below 6 Inches’’, Table 1–C ‘‘For Radial

Ply Tires’’, Table 1–D ‘‘For Tires with 60

lb/in2 Maximum Permissible Inflation

Pressure and Maximum Load Rating

Below 880 Lb. And Above’’, 2nd Table

1–E ‘‘For Tires With 60 lb/in2 Maximum

Permissible Inflation Pressure and

Maximum Load Rating Below 880

Lb’’,would be revised to read as follows:

Appendix A—Federal Motor Vehicle

Safety Standard No. 109

* * * * *

TABLE I–A.—FOR BIAS PLY TIRES WITH DESIGNATED SECTION WIDTH OF 152 mm (6 INCHES) AND ABOVE

Cord material 32 psi 36 psi 40 psi 240 kPa 280 kPa 300 kPa 340 kPA

Rayon (in-lbs) ............................................ 1,650 2,574 3,300 1,650 3,300 1,650 3,300

(Joules) ...................................................... 186 291 373 186 373 186 373

Nylon or polyester (in-lbs) ......................... 2,600 3,900 5,200 2,600 5,200 2,600 5,200

(Joules) ...................................................... 294 441 588 294 588 294 588

TABLE I–B.—FOR BIAS PLY TIRES WITH DESIGNATED SECTION WIDTH BELOW 152 MM (6 INCHES)

Cord material 32 psi 36 psi 40 psi 240 kPa 280 kPa 300 kPa 340 kPA

Rayon (in-lbs) ............................................ 1,000 1,875 2,500 1,000 2,500 1,000 2,500

(Joules) ...................................................... 113 212 282 113 282 113 282

Nylon or polyester (in-lbs) ......................... 1,950 2,925 3,900 1,950 3,900 1,950 3,900

(Joules) ...................................................... 220 330 441 220 441 220 441

TABLE I–C.—FOR RADIAL PLY TIRES

Size designation

Maximum permissible inflation

Tires other than CT tires CT Tires

PSI kPa kPa

32 36 40 240 280 300 340 350 290 330 350 390

Below 160 mm (in-lbs) ....... 1,950 2,925 3,900 1,950 3,900 1,950 3,900 1,950 1,950 3,900 1,950 3,900

(Joules) ............................... 220 330 441 220 441 220 441 220 220 441 220 441

160 mm or above (in-lbs) ... 2,600 3,900 5,200 2,600 5,200 2,600 5,200 2,600 2,600 5,200 2,600 5,200

(Joules) ............................... 294 441 588 294 588 294 588 294 294 588 294 588
19264 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

TABLE I–D—FOR TIRES WITH 414 kPa (60 PSI) MAXIMUM PERMISSIBLE INFLATION PRESSURE AND MAXIMUM LOAD

RATING 399 kg (880 lb) AND ABOVE

Cord material Inch-pounds

Joules (J)

Rayon ....................................................................................................................................................................................... 1,650 inch pounds.

186 Joules (J).

Nylon or Polyester ................................................................................................................................................................... 2,600 inch pounds.

294 Joules (J).

TABLE I–E—FOR TIRES WITH 414 kPa (60 PSI) MAXIMUM PERMISSIBLE INFLATION PRESSURE AND MAXIMUM LOAD

RATING BELOW 399 kg (880 lb)

Cord material Inch-pounds

Joules (J)

Rayon ....................................................................................................................................................................................... 1,000 inch pounds.

113 Joules (J).

Nylon or Polyester ................................................................................................................................................................... 1,950 inch pounds.

220 Joules (J).

7. § 571.111 would be amended by

revising S5.1.1; revising S5.1.2; revising

S5.2.1; revising S5.4.2; revising S5.4.3;

revising S6.1; revising S7.1; revising

S8.1; revising S9.2; revising S9.3;

revising S10.1; revising S12.2; revising

S12.3; revising S12.4; and revising S13.2

to read as follows:

§ 571.111 Standard No. 111; Rearview

mirrors.

* * * * *

S5.1.1 Field of view. Except as

provided in S5.3, the mirror shall

provide a field of view with an included

horizontal angle measured from the

projected eye point of at least 20

degrees, and sufficient vertical angle to

provide a view of a level road surface

extending to the horizon beginning at a

point not greater than 61 m to the rear

of the vehicle when the vehicle is

occupied by the driver and four

passengers or the designated occupant

capacity, if less, based on an average

occupant weight of 68 kg. The line of

sight may be partially obscured by

seated occupants or by head restraints.

The location of the driver’s eye

reference points shall be those

established in Motor Vehicle Safety

Standard No. 104 (§ 571.104) or a

nominal location appropriate for any

95th percentile male driver.

S5.1.2 Mounting. The mirror

mounting shall provide a stable support

for the mirror, and shall provide for

mirror adjustment by tilting in both the

horizontal and vertical directions. If the

mirror is in the head impact area, the

mounting shall deflect, collapse or break

away without leaving sharp edges when

the reflective surface of the mirror is

subjected to a force of 400 N in any

forward direction that is not more than

45° from the forward longitudinal

direction.

S5.2 Outside rearview mirror—

driver’s side.

S5.2.1 Field of view. Each passenger

car shall have an outside mirror of unit

magnification. The mirror shall provide

the driver a view of a level road surface

extending to the horizon from a line,

perpendicular to a longitudinal plane

tangent to the driver’s side of the

vehicle at the widest point, extending

2.4 m out from the tangent plane 10.7

m behind the driver’s eyes, with the seat

in the rearmost position. The line of

sight may be partially obscured by rear

body or fender contours. The location of

the driver’s eye reference points shall be

those established in Motor Vehicle

Safety Standard No. 104 (§ 571.104) or

a nominal location appropriate for any

95th percentile male driver.

* * * * *

S5.4.2 Each convex mirror shall

have permanently and indelibly marked

at the lower edge of the mirror’s

reflective surface, in letters not less than

4.8 mm nor more than 6.4 mm high the

words ‘‘Objects in Mirror Are Closer

Than They Appear.’’

S5.4.3 The average radius of

curvature of each such mirror, as

determined by using the procedure in

S12., shall be not less than 889 mm and

not more than 1,651 mm.

S6. Requirements for multipurpose

passenger vehicles, trucks, and buses,

other than school buses, with GVWR of

4,536 kg or less.

S6.1 Each multipurpose passenger

vehicle, truck and bus, other than a

school bus, with a GVWR of 4,536 kg or

less shall have either——

(a) Mirrors that conform to the

requirements of S5.; or

(b) Outside mirrors of unit

magnification, each with not less than

12581 mm2 of reflective surface,

installed with stable supports on both

sides of the vehicle, located so as to

provide the driver a view to the rear

along both sides of the vehicle, and

adjustable in both the horizontal and

vertical directions to view the rearward

scene.

S7. Requirements for multipurpose

passenger vehicles and trucks with a

GVWR of more than 4,536 and less than

11,340 kg and buses, other than school

buses, with a GVWR of more than 4,536

kg.

S7.1 Each multipurpose passenger

vehicle and truck with a GVWR of more

than 4,536 kg and less than 11,340 kg

and each bus, other than a school bus,

with a GVWR of more than 4,536 kg

shall have outside mirrors of unit

magnification, each with not less than

32260 mm2 of reflective surface,

installed with stable supports on both

sides of the vehicle. The mirrors shall be

located so as to provide the driver a

view to the rear along both sides of the

vehicle and shall be adjustable both in

the horizontal and vertical directions to

view the rearward scene.

S8. Requirements for multipurpose

passenger vehicles and trucks with a

GVWR of 11,340 kg or more.

S8.1 Each multipurpose passenger

vehicle and truck with a GVWR of

11,340 kg or more shall have outside

mirrors of unit magnification, each with

not less than 32260 mm2 of reflective

surface, installed with stable supports

on both sides of the vehicle. The mirrors

shall be located so as to provide the

driver a view to the rear along both

sides of the vehicle and shall be

adjustable both in the horizontal and
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19265

vertical directions to view the rearward

scene.

S9. Requirements for School Buses.

* * *

* * * * *

S9.2 System A shall be located with

stable supports so that the portion of the

system on the bus’s left side, and the

portion on its right side, each:

(a) Includes at least one mirror of unit

magnification with not less than 32260

mm2 of reflective surface; and

(b) Includes one or more mirrors

which together provide, at the driver’s

eye location, a view of:

(1) For the mirror system on the right

side of the bus, the entire top surface of

cylinder N in Figure 2, and of that area

of the ground which extends rearward

from the mirror surface not less than 61

meters.

(2) For the mirror system on the left

side of the bus, the entire top surface of

cylinder M in Figure 2, and of that area

of the ground which extends rearward

from the mirror surface not less than 61

meters.

S9.3(a) For each of the cylinders A

though P whose entire top surface is not

directly visible from the driver’s eye

location, System B shall provide, at that

location:

(1) A view of the entire top surface of

that cylinder.

(2) A view of the ground that overlaps

with the view of the ground provided by

System A.

(b) Each mirror installed in

compliance with S9.3(a) shall meet the

following requirements:

(1) Each mirror shall have a projected

area of at least 25800 mm2, as measured

on a plane at a right angle to the mirror’s

axis.

(2) Each mirror shall be located such

that the distance from the center point

of the eye location of a 25th percentile

adult female seated in the driver’s seat

to the center of the mirror shall be at

least 9525 mm2.

(3) Each mirror shall have no

discontinuities in the slope of the

surface of the mirror.

(4) Each mirror shall be installed with

a stable support.

(c) Each school bus which has a

mirror installed in compliance with

S9.3(a) that has an average radius of

curvature of less than 889 mm, as

determined under S12, shall have a

label visible to the seated driver. The

label shall be printed in a type face and

color that are clear and conspicuous.

The label shall state the following:

USE CROSS VIEW MIRRORS TO VIEW

PEDESTRIANS WHILE BUS IS STOPPED.

DO NOT USE THESE MIRRORS TO VIEW

TRAFFIC WHILE BUS IS MOVING. IMAGES

IN SUCH MIRRORS DO NOT ACCURATELY

SHOW ANOTHER VEHICLE’S LOCATION

* * * * *

S10. Requirements for motorcycles.

S10.1 Each motorcycle shall have

either a mirror of unit magnification

with not less than 8065 mm2 of

reflective surface, or a convex mirror

with not less than 6450 mm2 of

reflective surface and an average radius

of curvature not less than 508 mm and

not greater than 1524 mm, installed

with a stable support, and mounted so

that the horizontal center of the

reflective surface is at least 279 mm

outward of the longitudinal centerline

of the motorcycle. The mirror shall be

adjustable by tilting in both the

horizontal and vertical directions.

* * * * *

S12. Determination of radius of

curvature.

* * * * *

S12.2 The 3-point linear

spherometer has two outer fixed legs 38

mm apart and one inner movable leg at

the midpoint. The spherometer has a

dial indicator with a scale that can be

read accurately to .0025 mm, with the

zero reading being a flat surface.

S12.3 The 10 test positions on the

image display consist of two positions at

right angles to each other at each of five

locations as shown in Figure 1. The

locations are at the center of the mirror,

at the left and right ends of a horizontal

line that bisects the mirror and at the

top and bottom ends of a vertical line

that bisects the mirror. None of the

readings are within a 6.4 mm border on

the edge of the image display.

S12.4 At each position, the

spherometer is held perpendicular to

the convex mirror-surface and a record

is made of the reading on the dial

indicator to the nearest .0025 mm.

* * * * *

S13.2 The cylinders are 0.3048

meters (m) high and 0.3048 meters (m)

in diameter, except for cylinder P which

is 0.9144 meters (m) high and 0.3048

meters (m) in diameter.

* * * * *

8. In § 571.111, Table I-‘‘Conversion

Table from Spherometer Dial Reading to

Radius of Curvature’’, following Figure

1 in S12.8, would be revised to read as

follows:

TABLE I.—CONVERSION TABLE FROM

SPHEROMETER DIAL READING TO

RADIUS OF CURVATURE

Dial reading

Radius of

curvature

(inches)

Radius of

curvature

(mm)

.00330 ....................... 85.2 2164.1

TABLE I.—CONVERSION TABLE FROM

SPHEROMETER DIAL READING TO

RADIUS OF CURVATURE—Continued

Dial reading

Radius of

curvature

(inches)

Radius of

curvature

(mm)

.00350 ....................... 80.4 2042.2

.00374 ....................... 75.2 1910.1

.00402 ....................... 70.0 1778.0

.00416 ....................... 67.6 1717.0

.00432 ....................... 65.1 1653.5

.00450 ....................... 62.5 1587.5

.00468 ....................... 60.1 1526.5

.00476 ....................... 59.1 1501.1

.00484 ....................... 58.1 1475.7

.00492 ....................... 57.2 1452.9

.00502 ....................... 56.0 1422.4

.00512 ....................... 54.9 1394.5

.00522 ....................... 53.8 1369.1

.00536 ....................... 55.5 1333.5

.00544 ....................... 51.7 1313.2

.00554 ....................... 50.8 1290.3

.00566 ....................... 49.7 1262.4

.00580 ....................... 48.5 1231.9

.00592 ....................... 47.5 1206.5

.00606 ....................... 46.4 1178.6

.00622 ....................... 45.2 1148.1

.00636 ....................... 44.2 1122.7

.00654 ....................... 43.0 1092.2

.00668 ....................... 42.1 1069.3

.00686 ....................... 41.0 1041.1

.00694 ....................... 40.5 1028.7

.00720 ....................... 39.1 993.1

.00740 ....................... 38.0 965.2

.00760 ....................... 37.0 939.8

.00780 ....................... 36.1 916.9

.00802 ....................... 35.1 891.5

.00922 ....................... 34.2 868.7

.00850 ....................... 33.1 840.7

.00878 ....................... 32.0 812.8

.00906 ....................... 31.0 787.4

.00922 ....................... 30.5 774.7

.00938 ....................... 30.0 762.0

.00960 ....................... 29.3 744.2

.00980 ....................... 28.7 728.9

.01004 ....................... 28.0 711.2

.01022 ....................... 27.5 698.5

.01042 ....................... 27.0 685.8

.01060 ....................... 26.5 673.1

.01080 ....................... 26.0 660.4

.01110 ....................... 25.3 642.6

.01130 ....................... 24.9 632.5

.01170 ....................... 24.0 609.6

.01200 ....................... 23.4 594.4

.01240 ....................... 22.7 576.6

.01280 ....................... 22.0 558.8

.01310 ....................... 21.5 546.1

.01360 ....................... 20.7 525.8

.01400 ....................... 20.1 510.5

.01430 ....................... 19.1 500.4

.01460 ....................... 19.0 482.6

.01540 ....................... 18.3 464.8

.01570 ....................... 17.9 454.7

.01610 ....................... 17.5 444.5

.01650 ....................... 17.1 434.3

.01700 ....................... 16.6 421.6

.01750 ....................... 16.1 408.9

.01800 ....................... 15.6 396.2

.01860 ....................... 15.1 383.5

.01910 ....................... 14.7 373.4

.01980 ....................... 14.2 360.7

.02040 ....................... 13.8 350.5

.02100 ....................... 13.4 340.4

.02160 ....................... 13.0 330.2
19266 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

TABLE I.—CONVERSION TABLE FROM

SPHEROMETER DIAL READING TO

RADIUS OF CURVATURE—Continued

Dial reading

Radius of

curvature

(inches)

Radius of

curvature

(mm)

.02250 ....................... 12.5 317.5

.02340 ....................... 12.0 304.8

.02450 ....................... 11.5 292.1

.02560 ....................... 11.2 279.4

.02680 ....................... 10.5 266.7

.02810 ....................... 10.0 254.0

.02960 ....................... 9.5 241.3

.03130 ....................... 9.0 228.6

.03310 ....................... 8.5 215.9

9. In § 571.111, Figure 2 ‘‘Location of

Test Cylinders for School Bus Field-ofView Test’’, after S13.3(g), would be

revised to read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19267

BILLING CODE 4910–59–C
19268 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

10. Section 571.116 would be

amended by revising S5.1.3; revising

S5.2.1; revising in S5.2.2.2, the

introductory paragraph and paragraph

(g)(4); revising in S5.2.2.3, the

introductory paragraph, paragraph (d)

and paragraph (e)(4); revising S6.3;

revising in S6.6.6, paragraph (a);

revising S6.8.3; revising in S6.10.3,

paragraph (a); revising S6.11.1; revising

S6.11.6; revising, in S6.13.2, paragraph

(b); revising in S6.13.3, paragraph (b),

revising in S6.13.4, paragraph (c)(1);

revising S7.4.2; and revising in S7.5.1,

paragraph (b), to read as follows:

§ 571.110 Standard No. 116; Motor vehicle

brake fluids.

* * * * *

S5.1.3. Kinematic viscosities. When

brake fluid is tested according to S6.3,

the kinematic viscosities in square

millimeters per second at stated

temperatures shall be neither less than

1.5 mm2/s at 100° C. (212° F.) nor more

than the following maximum value for

the grade indicated:

(a) DOT 3: 1,500 mm2/s at minus 40°

C. (minus 40° F.).

(b) DOT 4: 1,800 mm2/s at minus 40°

C. (minus 40° F.).

(c) DOT 5: 900 mm2/s at minus 40° C.

(minus 40° F.).

* * * * *

S5.2.1 Container sealing. Each brake

fluid or hydraulic system mineral oil

container with a capacity of 177 mL or

more shall be provided with a resealable

closure that has an inner seal

impervious to the packaged brake fluid.

The container closure shall include a

tamper-proof feature that will either be

destroyed or substantially altered when

the container closure is initially opened.

* * * * *

S5.2.2.2 Each packager of brake fluid

shall furnish the information specified

in paragraphs (a) through (g) of this

S5.2.2.2 by clearly marking it on each

brake fluid container or on a label

(labels) permanently affixed to the

container, in any location except a

removable part such as a lid. After being

subjected to the operations and

conditions specified in S6.14, the

information required by this section

shall be legible to an observer having

corrected visual acuity of 20/40 (Snellen

ratio) at a distance of 305 mm, and any

label affixed to the container in

compliance with this section shall not

be removable without it being destroyed

or defaced.

* * * * *

(g) * * *

(4) CAUTION: DO NOT REFILL

CONTAINER, AND DO NOT USE FOR

OTHER LIQUIDS. (Not required for

containers with a capacity in excess of

19 L.)

S5.2.2.3 Each packager of hydraulic

system mineral oil shall furnish the

information specified in paragraphs (a)

through (e) of this S5.2.2.3 by clearly

marking it on each brake fluid container

or on a label (labels) permanently

affixed to the container, in any location

except a removable part such as a lid.

After being subjected to the operations

and conditions specified in S6.14, the

information required by this section

shall be legible to an observer having

corrected visual acuity of 20/40 (Snellen

ratio) at a distance of 305 mm and any

label affixed to the container in

compliance with this section shall not

be removable without it being destroyed

or defaced.

* * * * *

(d) Designation of the contents as

‘‘HYDRAULIC SYSTEM MINERAL OIL’’

in capital letters at least 3 mm high.

(e) * * *

* * * * *

(4) CAUTION: STORE HYDRAULIC

SYSTEM MINERAL OIL ONLY IN ITS

ORIGINAL CONTAINER. KEEP

CONTAINER CLEAN AND TIGHTLY

CLOSED. DO NOT REFILL CONTAINER

OR USE OTHER LIQUIDS. (The last

sentence is not required for containers

with a capacity in excess of 19 L.)

* * * * *

S6.3 Kinematic viscosity. Determine

the kinematic viscosity of a brake fluid

in mm2/s by the following procedure.

Run duplicate samples at each of the

specified temperatures, making two

timed runs on each sample.

* * * * *

S6.6.6 Calculation. (a) Measure the

area of each type of test strip to the

nearest square centimeter. Divide the

average change in mass for each type by

the area of that type.

* * * * *

S6.8.3 Procedure. Obtain the tare

weight of each of the four covered petri

dishes to the nearest 0.01 gram. Place

25±1 ml. of brake fluid in each dish,

replace proper covers and reweigh.

Determine the weight of each brake

fluid test specimen by the difference.

Place the four dishes, each inside its

inverted cover, in the oven at 100°±2° C.

(212°±3.6° F.) for 46±2 hours. (Note: Do

not simultaneously heat more than one

fluid in the same oven.) Remove the

dishes from the oven, allow to cool to

23°±5° C. (73.4°±9° F.), and weigh.

Return to the oven for an additional

24±2 hours. If at the end of 72±4 hours

the average loss by evaporation is less

than 60 percent, discontinue the

evaporation procedure and proceed

with examination of the residue.

Otherwise, continue this procedure

either until equilibrium is reached as

evidenced by an incremental mass loss

of less than 0.25 gram in 24 hours on all

individual dishes or for a maximum of

7 days. During the heating and weighing

operation, if it is necessary to remove

the dishes from the oven for a period of

longer than 1 hour, the dishes shall be

stored in a desiccator as soon as cooled

to room temperature. Calculate the

percentage of fluid evaporated from

each dish. Examine the residue in the

dishes at the end of 1 hour at 23°±5° C.

(73.4°±9° F.). Rub any sediment with the

fingertip to determine grittiness or

abrasiveness. Combine the residues

from all four dishes in a 118 mL (4-

ounce) oil-sample bottle and store

vertically in a cold chamber at minus

5°±1° C. (23°±5° F.) for 60±10 minutes.

Quickly remove the bottle and place in

the horizontal position. The residue

must flow at least 5 mm (0.2 inch) along

the tube within 5 seconds.

* * * * *

S6.10.3 Procedure—(a) At low

temperature. Mix 50±0.5 mL of brake

fluid with 50±0.5 mL of SAE RM–66–03

Compatibility Fluid. Pour this mixture

into a centrifuge tube and stopper with

a clean dry cork. Place tube in the cold

chamber maintained at minus 40°±2° C.

(minus 40°±3.6° F). After 24±2 hours,

remove tube, quickly wipe with a clean

lint-free cloth saturated with ethanol

(isopropanol when testing DOT 5 fluids)

or acetone. Examine the test specimen

for evidence of slugging, sedimentation,

or crystallization. Test fluids, except

DOT 5 SBBF, shall be examined for

stratification.

* * * * *

S6.11.1 Summary of procedure.

Brake fluids, except DOT 5 SBBF, are

activated with a mixture of

approximately 0.2 percent benzoyl

peroxide and 5 percent water. DOT 5

SBBF is humidified in accordance with

S6.2 eliminating determination of the

ERBP, and then approximately 0.2

percent benzoyl peroxide is added. A

corrosion test strip assembly consisting

of cast iron and an aluminum strip

separated by tinfoil squares at each end

is then rested on a piece of SBR WC cup

positioned so that the test strip is half

immersed in the fluid and oven aged at

70° C. (158° F.) for 168 hours. At the end

of this period, the metal strips are

examined for pitting, etching, and loss

of mass.

* * * * *

S6.11.6 Calculation. Determine

corrosion loss by dividing the change in

mass of each metal strip by the total

surface area of each strip measured in

square millimeters (mm2), to the nearest
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19269

square millimeter (mm2). Average the

results for the two strips of each type of

metal, rounding to the nearest 0.05 mg.

per 100 square millimeter (mm2). If only

one of the duplicates fails for any

reason, run a second set of duplicate

samples. Both repeat samples shall meet

all requirements of S5.1.11.

* * * * *

S6.13.2 Apparatus and equipment.

* * * * *

(b) Braking pressure actuation

mechanism. An actuating mechanism

for applying a force to the master

cylinder pushrod without side thrust.

The amount of force applied by the

actuating mechanism shall be adjustable

and capable of applying sufficient thrust

to the master cylinder to create a

pressure of at least 6895 kPa (1,000

p.s.i.) in the simulated brake system. A

hydraulic gage or pressure recorder,

having a range of at least 0 to 6895 kPa

(0 to 1,000 p.s.i), shall be installed

between the master cylinder and the

brake assemblies and shall be provided

with a shutoff valve and with a bleeding

valve for removing air from the

connecting tubing. The actuating

mechanism shall be designed to permit

adjustable stroking rates of

approximately 1,000 strokes per hour.

Use a mechanical or electrical counter

to record the total number of strokes.

* * * * *

S6.13.3 Materials.

* * * * *

(b) Steel tubing. Double wall steel

tubing meeting SAE specification J527.

A complete replacement of tubing is

essential when visual inspection

indicates any corrosion or deposits on

inner surface of tubing. Tubing from

master cylinder to one wheel cylinder

shall be replaced for each test

(minimum length .9 m.) Uniformity in

tubing size is required between master

cylinder and wheel cylinder. The

standard master cylinder has two outlets

for tubing, both of which must be used.

* * * * *

S6.13.4 Preparation of test

apparatus.

* * * * *

(c) Assembly and adjustment of test

apparatus. (1) When using a shoe and

drum type apparatus, adjust the brake

shoe toe clearances to 1.0±0.1 mm

(0.040±0.004 inch). Fill the system with

brake fluid, bleeding all wheel cylinders

and the pressure gage to remove

entrapped air. Operate the actuator

manually to apply a pressure greater

than the required operating pressure

and inspect the system for leaks. Adjust

the actuator and/or pressure relief valve

to obtain a pressure of 6895 kPa±3.5 kPa

(1,000±50 p.s.i.). A smooth pressure

stroke pattern is required when using a

shoe and drum type apparatus. The

pressure is relatively low during the

first part of the stroke and then builds

up smoothly to the maximum stroking

pressure at the end of the stroke, to

permit the primary cup to pass the

compensating hole at a relatively low

pressure. Using stroking fixtures, adjust

the actuator and/or pressure relief valve

to obtain a pressure of 6895 kPa±345

kPa (1,000±50 p.s.i.).

* * * * *

S7.4.2 Procedure. Make hardness

measurements at 23°±5° C.

(73.4°±3.6°F.). Equilibrate the tester and

anvils at this temperature prior to use.

Center brake cups lip side down on an

anvil of appropriate hardness.

Following the manufacturer’s operating

instructions for the hardness tester,

make one measurement at each of four

points 6 mm from the center of the cup

and spaced 90° apart. Average the four

values, and round off to the nearest

IRHD.

* * * * *

S7.5.1 Apparatus.

* * * * *

(b) Centrifuge. A centrifuge capable of

whirling two or more filled centrifuge

tubes at a speed which can be controlled

to give a relative centrifugal force (r.c.f.)

between 600 and 700 at the tip of the

tubes. The revolving head, trunnion

rings, and trunnion cups, including the

rubber cushion, shall withstand the

maximum centrifugal force capable of

being delivered by the power source.

The trunnion cups and cushions shall

firmly support the tubes when the

centrifuge is in motion. Calculate the

speed of the rotating head using this

equation:

r.p.m. = 265[√25.4 x r.c.f./d]

Where: r.c.f. = Relative centrifugal force,

and d = Diameter of swing, in

millimeters, measured between tips

of opposing tubes when in rotating

position.

Table VI shows the relationship

between diameter, swing, relative

centrifugal force (r.c.f.), and revolutions

per minute.

TABLE VI.—ROTATION SPEEDS FOR

CENTRIFUGES OF VARIOUS DIAMETERS

Diameter of swing in millimeters a

r.p.m.

at 600

r.c.f

r.p.m.

at 700

r.c.f.

483 .................................... 1490 1610

508 .................................... 1450 1570

533 .................................... 1420 1530

559 .................................... 1390 1500

a Measured in millimeters between tips of

opposite tubes when in rotating position.

* * * * *

11. Section 571.117 would be

amended by revising in S6.3.1, the

introductory text, and revising in S6.3.2,

the introductory text, to read as follows:

§ 571.117 Standard No. 117; Retreaded

pneumatic tires.

* * * * *

S6.3 Labeling.

S6.3.1 Each retreaded pneumatic tire

manufactured on or after June 1, 1973,

shall be labeled, in at least one location

on the tire sidewall in letters and

numerals not less than 2 mm (0.078

inch) high, with the following

information:

* * * * *

S6.3.2 Each retreaded tire

manufactured on or after May 12, 1975,

shall bear permanent labeling (through

molding, branding, or other method that

will produce a permanent label, or

through the retention of the original

casing labeling) in at least one location

on the tire sidewall, in letters and

numbers not less than 2 mm (0.078

inch) high, consisting of the following

information:

* * * * *

12. In § 571.117, Table I—‘‘Plies’’ after

paragraph (c) of S6.3.2 would be revised

to read as follows:
19270 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

TABLE I.—PLIES

2 ply–4 ply (4 ply rating) 4 ply (6 ply rating) 4 ply (8 ply rating)

Tire size

Maximum load Maximum inflation pressure Maximum load Maximum Inflation pressure Maximum load Maximum inflation pressure

lb kg psi kPa lb kg psi kPa lb kg psi kPa

6.00–13 ............................... 1010 458 32 220 1080 499 36 248 1140 517 40 276

6.50–13 ............................... 1150 552 32 220 1230 558 36 248 1300 590 40 276

7.00–13 ............................... 1270 576 32 220 1360 617 36 248 1440 653 40 276

6.45–14 ............................... 1120 508 32 220 1200 544 36 248 1270 576 40 276

6.95–14 ............................... 1230 558 32 220 1310 594 36 248 1390 630 40 276

7.35–14 ............................... 1360 617 32 220 1450 658 36 248 1540 698 40 276

7.75–14 ............................... 1500 680 32 220 1600 726 36 248 1690 767 40 276

8.25–14 ............................... 1620 735 32 220 1730 785 36 248 1830 830 40 276

8.55–14 ............................... 1770 803 32 220 1890 857 36 248 2000 907 40 276

8.85–14 ............................... 1860 844 32 220 1990 903 36 248 2100 953 40 276

5.60–15 ............................... 0970 440 32 220 1040 472 36 248 1105 501 40 276

5.90–15 ............................... 1050 476 32 220 1130 513 36 248 1200 544 40 276

6.85–15 ............................... 1230 558 32 220 1320 599 36 248 1390 630 40 276

7.35–15 ............................... 1390 630 32 220 1480 671 36 248 1570 712 40 276

7.75–15 ............................... 1490 676 32 220 1590 721 36 248 1690 767 40 276

8.15–15 ............................... 1610 730 32 220 1720 780 36 248 1820 826 40 276

8.25–15 ............................... 1620 735 32 220 1730 785 36 248 1830 830 40 276

8.45–15 ............................... 1740 789 32 220 1860 844 36 248 1970 894 40 276

8.55–15 ............................... 1770 803 32 220 1890 857 36 248 2000 907 40 276

8.85–15 ............................... 1860 844 32 220 1980 898 36 248 2100 953 40 276

9.00–15 ............................... 1900 862 32 220 2030 721 36 248 2150 975 40 276

9.15–15 ............................... 1970 894 32 220 2100 953 36 248 2230 1012 40 276

8.90–15 ............................... 2210 1002 32 220 2360 1070 36 248 2500 1134 40 276

A70–13 ............................... 1060 481 32 220 1130 513 36 248 1200 544 40 276

D70–13 ............................... 1320 599 32 220 1410 640 36 248 1490 676 40 276

D70–14 ............................... 1320 599 32 220 1410 640 36 248 1490 676 40 276

E70–14 ............................... 1400 635 32 220 1490 676 36 248 1580 717 40 276

F70–14 ............................... 1500 680 32 220 1610 730 36 248 1700 771 40 276

G70–14 ............................... 1620 735 32 220 1730 785 36 248 1830 830 40 276

H70–14 ............................... 177 803 32 220 1890 857 36 248 2010 912 40 276

J70–14 ................................ 1860 844 32 220 1980 898 36 248 2100 953 40 276

L70–14 ................................ 1970 894 32 220 2180 989 36 248 2230 1012 40 276

C70–15 ............................... 1230 558 32 220 1320 599 36 248 1390 630 40 276

D70–15 ............................... 1320 599 32 220 1410 640 36 248 1490 676 40 276

E70–15 ............................... 1400 635 32 220 1490 676 36 248 1580 717 40 276

F70–15 ............................... 1500 680 32 220 1610 730 36 248 1700 771 40 276

G70–15 ............................... 1620 735 32 220 1730 785 36 248 1830 830 40 276

H70–15 ............................... 1770 803 32 220 1890 857 36 248 2010 912 40 276

J70–15 ................................ 1860 844 32 220 1980 898 36 248 2100 953 40 276

K70–15 ............................... 1900 862 32 220 2030 721 36 248 2150 975 40 276

L70–15 ................................ 1970 894 32 220 2100 953 36 248 2230 1012 40 276

165–13 ................................ 1050 476 32 220 1130 513 36 248 1200 544 40 276

175–13 ................................ 1150 552 32 220 1240 562 36 248 1350 612 40 276

185–13 ................................ 1270 576 32 220 1390 630 36 248 1510 685 40 276

155R13 ............................... 950 431 32 220 1015 460 36 248 1075 488 40 276

155R14 ............................... 1010 458 32 220 1080 499 36 248 1140 517 40 276

155R14 ............................... 1015 460 32 220 1085 492 36 248 1150 552 40 276

165R13 ............................... 1010 458 32 220 1080 499 36 248 1140 517 40 276

165R14 ............................... 1120 508 32 220 1200 544 36 248 1370 621 40 276

165R15 ............................... 1130 513 32 220 1200 544 36 248 1270 576 40 276

175R14 ............................... 1230 558 32 220 1310 594 36 248 1390 630 40 276

185R14 ............................... 1360 617 32 220 1450 658 36 248 1540 698 40 2761

185/70R13 .......................... 1090 494 32 220 1140 517 36 248 1190 540 40 276

145–14 1 ............................. 865 392 32 220 905 411 36 248 935 424 40 276

145–15 ................................ 895 406 32 220 940 426 36 248 975 442 40 276

195–15 ................................ 1550 703 32 220 1680 762 36 248 1820 826 40 276

205–15 ................................ 1770 803 32 220 1840 835 36 248 2000 907 40 276

1 Dash Radial—Not an ‘‘R’’ Radial.

13. Section 571.119 would be

amended by revising S6.3; revising S6.4;

revising in S6.5, the introductory

paragraph and paragraphs (d) and (e);

revising S7.1.2; revising in S7.2,

paragraph (c); revising in S7.3,

paragraphs (c), (e), and (f); and revising

in S7.4, paragraph (c) to read as follows:

§ 571.119 Standard No. 119; New

pneumatic tires for vehicles other than

passenger cars.

* * * * *

S6.3 High speed performance. When

tested in accordance with the
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19271

procedures of S7.3, a tire shall meet the

requirements set forth in S6.1.1 and

S6.1.2 (a) and (b). However, this

requirement applies only to motorcycle

tires and to non-speed-restricted tires of

368 mm (14.5 inches) nominal rim

diameter or less marked load range A,

B, C, or D.

S6.4 Treadwear indicators. Except

as specified in this paragraph, each tire

shall have at least six treadwear

indicators spaced approximately equally

around the circumference of the tire that

enable a person inspecting the tire to

determine visually whether the tire has

worn to a tread depth of 2 mm (onesixteenth of an inch). Tires with 305

mm (12-inch) or smaller rim diameter

shall have at least three such treadwear

indicators. Motorcycle tires shall have at

least three such indicators which permit

visual determination that the tire has

worn to a tread depth of 1 mm (onethirty-second of an inch).

S6.5 Tire markings. Except as

specified in this paragraph, each tire

shall be marked on each sidewall with

the information specified in paragraphs

(a) through (j) of this section. The

markings shall be placed between the

maximum section width (exclusive of

sidewall decorations or curb ribs) and

the bead on at least one sidewall, unless

the maximum section width of the tire

is located in an area which is not more

than one-fourth of the distance from the

bead to the shoulder of the tire. If the

maximum section width falls within

that area, the markings shall appear

between the bead and a point one-half

the distance from the bead to the

shoulder of the tire, on at least one

sidewall. The markings shall be in

letters and numerals not less than 2 mm

(0.078 inch) high and raised above or

sunk below the tire surface not less that

0.4 mm (0.015 inch), except that the

marking depth shall be not less than

0.25 mm (0.010 inch) in the case of

motorcycle tires. The tire identification

and the DOT symbol labeling shall

comply with part 574 of this chapter.

Markings may appear on only one

sidewall and the entire sidewall area

may be used in the case of motorcycle

tires and recreational, boat, baggage, and

special trailer tires.

* * * * *

(d) The maximum load rating and

corresponding inflation pressure of the

tire, shown as follows:

(Mark on tires rated for single and dual load):

Max load single lllll kg (lllll

lbs) at lllllkPa (lllll psi) cold.

Max load dual lllllkg (lllll

lbs) at lllllkPa (lllll psi) cold.

(Mark on tires rated only for single load):

Max load lllllkg (lllll lbs) at

lllllkPa (lllll psi) cold.

(e) The speed restriction of the tire, if

88 km/h (55 mph) or less, shown as

follows:

Max speed lllllkm/h (lllll

mph).

* * * * *

S7.1.2 The tire must be capable of

meeting the requirements of S7.2 and

S7.4 when conditioned to a temperature

of 35 °C (95 °F) for 3 hours before the

test is conducted, and with an ambient

temperature maintained at 35 °C (95 °F)

during all phases of testing. The tire

must be capable of meeting the

requirements of S7.3 when conditioned

at a temperature of 21 °C (70 °F) for 3

hours before the test is conducted.

S7.2 Endurance.

* * * * *

(c) Mount the tire-rim assembly on an

axle and press it against a flat-faced

steel test wheel that is 1708 mm (67.23

inches) in diameter and at least as wide

as the tread of the tire.

* * * * *

S7.3 Strength.

* * * * *

(c) Force a cylindrical steel plunger,

with a hemispherical end and of the

diameter specified in Table I for the tire

size, perpendicularly into a raised tread

element as near as possible to the

centerline of the tread, at a rate of 51

mm (2 inches) per minute, until the tire

breaks or the plunger is stopped by the

rim.

* * * * *

(e) Repeat the plunger application at

72° intervals around the circumference

of the tire, until five measurements are

made. However, in the case of tires of

305 mm (12-inch) rim diameter or less,

repeat the plunger application at 120°

intervals around the circumference of

the tire, until three measurements are

made.

(f) Compute the breaking energy for

each test point by one of the two

following formulas:

(1) W=(FP/2) ×10 3 (Joules) (J)

Where:

W=Breaking energy (in kiloJoules) (kJ)

F=Force in newtons (N) and

P=Penetration in millimeters (mm), or;

(2) W=(FP/2)

Where:

W=Breaking energy in inch-pounds,

F=Force in pounds,

P=Penetration in inches.

* * * * *

S7.4 High speed performance.

* * * * *

(c) Remove the load, allow the tire to

cool to 35 °C (95 °F), and then adjust the

pressure to that marked on the tire for

single tire use.

* * * * *

14. In § 571.119, Table I—‘‘Strength

Test Plunger Diameter’’, Table II—

‘‘Minimum Static Breaking Energy

(Inch-Pounds)’’, and Table III—

‘‘Endurance Test Schedule’’ that follow

paragraph (e) of S7.4 would be revised

to read as follows:

TABLE I.—STRENGTH TEST PLUNGER

DIAMETER

Plunger diameter

(mm) (inches)

Tire type:

Light truck .............. 19 3⁄4

Motorcycle .............. 8 5⁄16

Tires for 305 mm

(12-inch) or

smaller rims except motorcycle .. 19 3⁄4

Tires other than the

above types:

Tubeless:

445 mm (17.5

inches) or smaller

rims ..................... 19 3⁄4

Larger than 445 mm

(17.5 inches) rims:

Load range F or

less ..................... 32 11⁄4

Load range over F 38 11⁄2

Tube type:

Load range F or

less ..................... 32 11⁄4

Load range over F 38 11⁄2
19272 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

TABLE II.—MINIMUM STATIC BREAKING ENERGY (JOULES (J)* AND INCH-POUNDS (INCH-LBS))

Load Range All 305 mm (12

inch) or smaller

rim size

Light truck 445

mm (17.5 inch)

or smaller rim

tubeless

Tube type Tubeless Tube type Tubeless

Tire

Characteristic Motorcycle 19mm 3⁄4′′

19mm 3⁄4′′

32mm 11⁄4′′ 38mm 11⁄2′′

Plunger

Diameter

(mm

and

inches)

8mm 5⁄16′′ J inchlbs J inchlbs

J inchlbs J inchlbs J inchlbs J inchlbs

J inchlbs

A .......... 16 150 67 600 225 2,000 ............ ............ ............ ............ ............ ............ ............ ............

B .......... 33 300 135 1,200 293 2,600 ............ ............ ............ ............ ............ ............ ............ ............

C ......... 45 400 203 1,800 361 3,200 768 6,800 576 5,100 ............ ............ ............ ............

D ......... ............ ............ 271 2,400 514 4,550 892 7,900 734 6,500 ............ ............ ............ ............

E .......... ............ ............ 338 3,000 576 5,100 1,412 12,500 971 8,600 ............ ............ ............ ............

F .......... ............ ............ 406 3,600 644 5,700 1,785 15,800 1,412 12,500 ............ ............ ............ ............

G ......... ............ ............ ............ ............ 711 6,300 ............ ............ ............ ............ 2,282 20,200 1,694 15,000

H ......... ............ ............ ............ ............ 768 6,800 ............ ............ ............ ............ 2,598 23,000 2,090 18,500

J .......... ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ 2,824 25,000 2,203 19,500

L .......... ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ 3,050 27,000 ............ ............

M ......... ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ 3,220 28,500 ............ ............

N ......... ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ 3,389 30,000 ............ ............

Note: for rayon cord tires, applicable energy values are 60 percent of those in table.

*kJ measurements are rounded down to the nearest whole number.

TABLE III.—ENDURANCE TEST SCHEDULE

Description Load range Test wheel

speed (r/m)

Test load: Percent of maximum

load rating Total best

revolutions

(thousands) I–7 hours II–16 hours III–24 hours

Speed restricted service:

88 km/h (55 mph) .................................................. ............................... .................... .................... .................... .................... ....................

80 km/h (50 mph) ........................................... All 125 66 84 101 352.0

C,D 150 75 97 114 432.0

56 km/h (35 mph) ........................................... E, F, G, H, J, L 100 66 84 101 282.5

Motorcycle .......................................................... All 75 66 84 101 211.0

All other .............................................................. All 250 1 100 2 108 117 510.0

A,B,C,D 250 1 75 2 97 114 ....................

E 200 70 88 106 546.0

F 200 66 84 101 564.0

G 175 66 84 101 493.5

H,J,L,N 150 66 84 101 423.5

1 4 hr., for tire sizes subject to high speed requirements (S6.3).

2 6 hr., for tire sizes subject to high speed requirements (S6.3).

15. Section 571.123 would be

amended by revising S5.2.3 to read as

follows:

§ 571.123 Standard No. 123, Motorcycle

controls and displays.

* * * * *

S5.2.3 Control and display

identification. If an item of equipment

in Table 3, Column 1, is provided, the

item and its operational function shall

be identified by:

(a) A symbol substantially in the form

shown in Column 3; or

(b) Wording shown in both Column 2

and Column 4; or

(c) A symbol substantially in the form

shown in Column 3 and wording shown

in both Column 2 and Column 4.

(d) The abbreviations ‘‘M.P.H.’’,

‘‘km/h’’, ‘‘r/min’’, ‘‘Hi’’, ‘‘Lo’’, ‘‘L’’, ‘‘R’’,

and ‘‘Res’’ appearing in Column 2 and

Column 4 may be spelled in full.

Symbols and words may be provided for

equipment items where none are shown

in Column 2, Column 3, and Column 4.

Any identification provided shall be

placed on or adjacent to the control or

display position, and shall appear

upright to the operator.

* * * * *

16. In § 571.123, Table 3 ‘‘Motorcycle

Control and Display Identification

Requirements’’ that follows S5.2.5 and

Tables 1 and 2 would be revised to read

as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19273

BILLING CODE 4910–59–C
19274 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

17. Section 571.201 would be

amended by revising S2; revising S3.1;

revising S3.1.1; revising S3.1.2; revising

in S3.2, the introductory sentence;

revising in S3.2.2, paragraph (c);

revising S3.3.1; revising S3.4.2; revising

S3.5.1; and revising in S5, paragraph (b)

to read as follows:

§ 571.201 Standard No. 201, Occupant

protection in interior impacts.

S2. Application. This standard

applies to passenger cars, and to

multipurpose passenger vehicles, trucks

and buses with a gross vehicle weight

rating of 4,536 kilograms or less. * * *

* *

S3.1 Instrument panels. Except as

provided in S3.1.1, when that area of

the instrument panel that is within the

head impact area is impacted in

accordance with S3.1.2 by a 7 kg, 165

mm diameter head form at—

(a) A relative velocity of 24 km/h for

all vehicles except those specified in

paragraph (b) of this section,

(b) A relative velocity of 19 km/h 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 784 m/s2

continuously for more than 3

milliseconds.

S3.1.1 The requirements do not

apply to:

(a) Console assemblies;

(b) Areas less than 127 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.

S3.1.2 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 127 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 127 mm forward adjustment of the

seat or 19 mm; and

(b) Direction of the 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.

S3.2 Seat Backs. Except as provided

in S3.2.1, when that area of the seat

back that is within the head impact area

is impacted in accordance with S3.2.2

by a 7 kg, 165 mm diameter head form

at a relative velocity of 24 km/h the

deceleration of the head form shall not

exceed 784 m/s2 continuously for more

than 3 milliseconds.

* * * * *

S3.2.2 Demonstration procedures.

* * * * *

(c) For seats without head restraints

installed, tests shall be performed for

each individual split or bucket seat back

at points within 102 mm left and right

of its centerline, and for each bench seat

back between points 102 mm outboard

of the centerline of each outboard

designated seating position;

* * * * *

S3.3.1 Demonstration procedures.

(a) Subject the interior compartment

door latch system to an inertia load of

98 m/s2 in a horizontal transverse

direction and an inertia load of 98 m/

s2 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 km/h.

(c) Subject the interior compartment

door latch system to a horizontal inertia

load of 294 m/s2 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.

* * * * *

S3.4.2 Each sun visor mounting

shall present no rigid material edge

radius of less than 3 mm that is

statically contactable by a spherical 165

mm diameter head form.

S3.5 Armrests.

S3.5.1 General. Each installed arm

rest shall conform to at least one of the

following:

(a) It shall be constructed with energyabsorbing material and shall deflect or

collapse laterally at least 51 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

test panel surface without permitting

contact with any rigid material. Any

rigid material between 13 mm and 32

mm from the panel surface shall have a

minimum vertical height of not less

than 25 mm.

(c) Along not less than 51 continuous

mm of its length, the arm rest shall,

when measured vertically in side

elevation, provide at least 51 mm of

coverage within the pelvic impact area.

* * * * *

S5. Performance Criterion.

* * * * *

(b) The free motion head form HIC is

calculated in accordance with the

following formula:

1

2 1

2 5

2 1

1

2

t t

adt t t

t

t

( ) −















 ( ) − ∫

.

Where the term a is the resultant

acceleration expressed as a multiple of

9.8 m/s2 (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.

* * * * *

18. Section 571.202 would be

amended by revising S2; revising S4.2;

revising S4.3; revising in S5.1,

paragraph (c), and revising S5.2 to read

as follows:

§ 571.202 Standard No. 202; Head

restraints.

* * * * *

S2. Application. This standard

applies to passenger cars, and to

multipurpose passenger vehicles, trucks

and buses with a GVWR of 4,536 kg or

less.

* * * * *

S4. Requirements.

* * * * *

S4.2 Each truck, multipurpose

passenger vehicle and bus with a GVWR

of 4,536 kg or less, shall comply with

S4.3.

S4.3 Performance levels. Except for

school buses, a head restraint that

conforms to either (a) or (b) shall be
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19275

provided at each outboard front

designated seating position. For school

buses, a head restraint that conforms to

either (a) or (b) shall be provided for the

driver’s seating position.

(a) It shall, when tested in accordance

with S5.1, during a forward acceleration

of at least 78 m/s2 on the seat supporting

structure, limit rearward angular

displacement of the head reference line

to 45° from the torso reference line; or

(b) It shall, when adjusted to its fully

extended design position, conform to

each of the following—

(1) When measured parallel to torso

line, the top of the head restraint shall

not be less than 700 mm above the

seating reference point;

(2) When measured either 64 mm

below the top of the head restraint or

635 mm above the seating reference

point, the lateral width of the head

restraint shall be not less than—

(i) 254 mm for use with bench-type

seats; and

(ii) 171 mm for use with individual

seats.

(3) When tested in accordance with

S5.2, the rearmost portion of the head

form shall not be displaced to more than

102 mm perpendicularly rearward of the

displaced extended torso reference line

during the application of the load

specified in S5.2(c); and

(4) When tested in accordance with

S5.2, the head restraint shall withstand

an increasing load until one of the

following occurs:

(i) Failure of the seat or seat back; or

(ii) Application of a load of 890 N.

S5. Demonstration procedures.

S5.1 * * *

* * * * *

(c) During forward acceleration

applied to the structure supporting the

seat as described in this paragraph,

measure the maximum rearward angular

displacement between the dummy torso

reference line and head reference line.

When graphically depicted, the

magnitude of the acceleration curve

shall not be less than that of a half-sine

wave having the amplitude of 78 m/s2

and a duration of 80 milliseconds and

not more than that of a half-sine wave

curve having an amplitude of 94 m/s2

and a duration of 96 milliseconds.

S5.2 Compliance with S4.3(b) shall

be demonstrated in accordance with the

following with the head restraint in its

fully extended design position:

(a) Place a test device, having the back

plan dimensions and torso line

(centerline of the head room probe in

full back position), of the three

dimensional SAE J826 manikin, at the

manufacturer’s recommended design

seated position.

(b) Establish the displaced torso

reference line by applying a rearward

moment of 373 Nm moment about the

seating reference point to the seat back

through the test device back pan located

in (a).

(c) After removing the back pan, using

a 165 mm diameter spherical head form

or cylindrical head form having a 165

mm diameter in plan view and a 152

mm height in profile view, apply,

perpendicular to the displaced torso

reference line, a rearward initial load 64

mm below the top of the head restraint

that will produce a 373 Nm moment

about the seating reference point.

(d) Gradually increase this initial load

to 890 N or until the seat or seat back

fails, whichever occurs first.

19. Section 571.203 would be

amended by revising S2; revising S4;

and revising S5.1 to read as follows:

§ 571.203 Standard No. 203; Impact

protection for the driver from the steering

control system.

* * * * *

S2. Application. This standard

applies to passenger cars and to

multipurpose passenger vehicles, trucks

and buses with a gross vehicle weight

rating of 4,536 kg or less. However, it

does not apply to vehicles that conform

to the frontal barrier crash requirements

(S5.1) of Standard No. 208 (49 CFR

571.208) by means of other than seat

belt assemblies. It also does not apply to

walk-in vans.

* * * * *

S4. Requirements. Each passenger car

and each multipurpose passenger

vehicle, truck and bus with a gross

vehicle weight rating of 4,536 kg or less

manufactured on or after September 1,

1981 shall meet the requirements of

S5.1 and S5.2.

S5. Impact protection requirements.

S5.1 Except as provided in this

paragraph, the steering control system of

any vehicle to which this standard

applies shall be impacted in accordance

with S5.1(a). However, the steering

control system of any such vehicle

manufactured on or before August 31,

1996, may be impacted in accordance

with S5.1(b).

(a) When the steering control system

is impacted by a body block in

accordance with SAE Recommended

Practice J944 JUN80 Steering Control

System—Passenger Car—Laboratory

Test Procedure, at a relative velocity of

24 km/h, the impact force developed on

the chest of the body block transmitted

to the steering control system shall not

exceed 11,120 N, except for intervals

whose cumulative duration is not more

than 3 milliseconds.

(b) When the steering control system

is impacted in accordance with Society

of Automotive Engineers Recommended

Practice J944, ‘‘Steering Wheel

Assembly Laboratory Test Procedure,’’

December 1965, or an approved

equivalent, at a relative velocity of 24

km/h, the impact force developed on the

chest of the body block transmitted to

the steering control system shall not

exceed 11,120 N, except for intervals

whose cumulative duration is not more

than 3 milliseconds.

* * * * *

20. Section 571.204 would be

amended by revising S4.2 to read as

follows:

§ 571.204 Standard No. 204; Steering

control rearward displacement.

* * * * *

S4. Requirements.

* * * * *

S4.2 Vehicles manufactured on or

after September 1, 1991. When a

passenger car or a truck, bus or

multipurpose passenger vehicle with a

gross vehicle weight rating of 4,536 kg

or less and an unloaded vehicle weight

of 2,495 kg or less is tested under the

conditions of S5 in a 48 km/h

perpendicular impact into a fixed

collision barrier, the upper end of the

steering column and shaft in the vehicle

shall not be displaced more than 127

mm in a horizontal rearward direction

parallel to the longitudinal axis of the

vehicle. The amount of displacement

shall be measured relative to an

undisturbed point on the vehicle and

shall represent the maximum dynamic

movement of the upper end of the

steering column and shaft during the

crash test.

* * * * *

21. Section 571.207 would be

amended by revising S5.1.2 to read as

follows:

§ 571.207 Standard No. 207, Seating

systems.

* * * * *

S5.1.2 If the seat back and the seat

bench are attached to the vehicle by

different attachments, attach to each

component a fixture capable of

transmitting a force to that component.

Apply forces, in newtons, equal to 20

times the mass of the seat back in

kilograms multiplied by 9.8 m/s2

horizontally through the center of

gravity of the seat back, as shown in

Figure 2 and apply forces, in newtons,

equal to 20 times the mass of the seat

bench in kilograms multiplied by 9.8 m/

s2 horizontally through the center of

gravity of the seat bench, as shown in

Figure 3.

* * * * *
19276 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

§ 571.209 [Amended]

22. Section 571.209 would be

amended by revising in S4.1, paragraphs

(f) and (g)(3); revising in S4.2,

paragraphs (a), (b) and (c); revising in

S4.3, paragraphs (c), (d), (e), (g), (h), (i),

and (j); revising S4.4; revising in S5.1,

paragraphs (a), (b), (c), (d), (e), and (f);

revising in S5.2, the first paragraph of

paragraph (a) and paragraphs (c), (d), (e),

(f), (g), (h), (i), (j), and (k); and revising

in S5.3, paragraphs (a), (b), and (c) to

read as follows:

§ 571.209 Standard No. 209, Seat belt

assemblies.

* * * * *

S4. Requirements.

S4.1 * * *

(f) Attachment hardware. A seat belt

assembly shall include all hardware

necessary for installation in a motor

vehicle in accordance with Society of

Automotive Engineers Recommended

Practice J800c, ‘‘Motor Vehicle Seat Belt

Installation,’’ November 1973. However,

seat belt assemblies designed for

installation in motor vehicles equipped

with seat belt assembly anchorages that

do not require anchorage nuts, plates, or

washers, need not have such hardware,

but shall have 7/16–20 UNF–2A or 1⁄2–

13UNC–2A attachment bolts or

equivalent metric hardware. The

hardware shall be designed to prevent

attachment bolts and other parts from

becoming disengaged from the vehicle

while in service. Reinforcing plates or

washers furnished for universal floor,

installations shall be of steel, free from

burrs and sharp edges on the peripheral

edges adjacent to the vehicle, at least 1.5

mm in thickness and at least 2580 mm2

in projected area. The distance between

any edge of the plate and the edge of the

bolt hole shall be at least 15 mm. Any

corner shall be rounded to a radius of

not less than 6 mm or cut so that no

corner angle is less than 135° and no

side is less than 6 mm in length.

(g) * * *

(3) The adult occupants referred to in

S4.1(g)(1) shall have the following

measurements:

5th percentile

adult female

95th percentile adult male

Weight ......................................................................................................................................................................... 46.3 kg 97.5 kg

Erect sitting height ...................................................................................................................................................... 784.9 mm 965.2 mm

Hip breadth (sitting) ..................................................................................................................................................... 325.1 mm 419.1 mm

Hip circumference (sitting) .......................................................................................................................................... 924.6 mm 1198.9 mm

Waist circumference (sitting) ....................................................................................................................................... 599.4 mm 1079.5 mm

Chest depth ................................................................................................................................................................. 190.5 mm 266.7 mm

Chest circumference:

Nipple ....................................................................................................................................................................... 774.7 mm 1130.3 mm

Upper ....................................................................................................................................................................... 756.9 mm 1130.3 mm

Lower ....................................................................................................................................................................... 675.6 mm 1130.3 mm

* * * * *

S4.2 Requirements for webbing.

(a) Width. The width of the webbing

in a seat belt assembly shall be not less

than 46 mm, except for portions that do

not touch a 95th percentile adult male

with the seat in any adjustment position

and the seat back in the manufacturer’s

nominal design riding position when

measured under the conditions

prescribed in S5.1(a).

(b) Breaking strength. The webbing in

a seat belt assembly shall have not less

than the following breaking strength

when tested by the procedures specified

in S5.1(b): Type 1 seat belt assembly—

26,689 N; Type 2 seat belt assembly—

22,241 N for webbing pelvic restraint

and 17,793 N for webbing in upper torso

restraint.

(c) Elongation. Except as provided in

S4.5, the webbing in a seat belt

assembly shall not extend to more than

the following elongation when subjected

to the specified forces in accordance

with the procedure specified in S5.1(c):

Type 1 seat belt assembly—20 percent at

11,120 N; Type 2 seat belt assembly 30

percent at 11,120 N for webbing in

pelvic restraint and 40 percent at 11,120

N for webbing in upper torso restraint.

* * * * *

S4.3 Requirements for hardware.

* * * * *

(c) Attachment hardware. (1) Eye

bolts, shoulder bolts, or other bolt used

to secure the pelvic restraint of seat belt

assembly to a motor vehicle shall

withstand a force of 40,034 N when

tested by the procedure specified in

S5.2(c)(1), except that attachment bolts

of a seat belt assembly designed for

installation in specific models of motor

vehicles in which the ends of two or

more seat belt assemblies cannot be

attached to the vehicle by a single bolt

shall have breaking strength of not less

than 22,241 N.

(2) Other attachment hardware

designed to receive the ends of two seat

belt assemblies shall withstand a tensile

force of at least 26,689 N without

fracture of a section when tested by the

procedure specified in S5.2(c)(2).

(3) A seat belt assembly having single

attachment hooks of the quickdisconnect type for connecting webbing

to an eye bolt shall be provided with a

retaining latch or keeper which shall not

move more than 2 mm in either the

vertical or horizontal direction when

tested by the procedure specified in

S5.2(c)(3).

(d) Buckle release. (1) The buckle of

a Type 1 or Type 2 seat belt assembly

shall release when a force of not more

than 133 N is applied.

(2) A buckle designed for pushbutton

application of buckle release force shall

have a minimum area of 452 mm 2 with

a minimum linear dimension of 10 mm

for applying the release force, or a

buckle designed for lever application of

buckle release force shall permit the

insertion of a cylinder 10 mm in

diameter and 38 mm in length to at least

the midpoint of the cylinder along the

cylinder’s entire length in the actuation

portion of the buckle release. A buckle

having other design for release shall

have adequate access for two or more

fingers to actuate release.

(3) The buckle of a Type 1 or Type 2

seat belt assembly shall not release

under a compressive force of 1779 N

applied as prescribed in paragraph

S5.2(d)(3). The buckle shall be operable

and shall meet the applicable

requirement of paragraph S4.4 after the

compressive force has been removed.

(e) Adjustment force. The force

required to decrease the size of a seat

belt assembly shall not exceed 49 N

when measured by the procedure

specified in S5.2(e).

* * * * *

(g) Buckle latch. The buckle latch of

a seat belt assembly when tested by the

procedure specified in S5.2(g) shall not

fail, nor gall or wear to an extent that

normal latching and unlatching is

impaired, and a metal-to-metal buckle

shall separate when in any position of

partial engagement by a force of not

more than 22 N.
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19277

(h) Nonlocking retractor. The webbing

of a seat belt assembly shall extend from

a nonlocking retractor within 6 mm of

maximum length when a tension is

applied as prescribed in S5.2(h). A

nonlocking retractor on upper torso

restraint shall be attached to the

nonadjustable end of the assembly, the

reel of the retractor shall be easily

visible to an occupant while wearing the

assembly, and the maximum retraction

force shall not exceed 5 N in any strap

or webbing that contacts the shoulder

when measured by the procedure

specified in S5.2(h), unless the retractor

is attached to the free end of webbing

which is not subjected to any tension

during restraint of an occupant by the

assembly.

(i) Automatic-locking retractor. The

webbing of a seat belt assembly

equipped with an automatic locking

retractor, when tested by the procedure

specified in S5.2(i), shall not move more

than 25 mm between locking positions

of the retractor, and shall be retracted

with a force under zero acceleration of

not less than 3 N when attached to

pelvic restraint, and not less that 2 N

nor more than 5 N in any strap or

webbing that contacts the shoulders of

an occupant when the retractor is

attached to upper torso restraint. An

automatic locking retractor attached to

upper torso restraint shall not increase

the restraint on the occupant of the seat

belt assembly during use in a vehicle

traveling over rough roads as prescribed

in S5.2(i).

(j) Emergency-locking retractor. An

emergency-locking retractor of a Type 1

or Type 2 seat belt assembly, when

tested in accordance with the

procedures specified in paragraph

S5.2(j)—

(1) Shall lock before the webbing

extends 25 mm when the retractor is

subjected to an acceleration of .7 m/s2;

(2) Shall not lock, if the retractor is

sensitive to webbing withdrawal, before

the webbing extends 51 mm when the

retractor is subjected to an acceleration

of 3 m/s2 or less;

(3) Shall not lock, if the retractor is

sensitive to vehicle acceleration, when

the retractor is rotated in any direction

to any angle of 15° or less from its

orientation in the vehicle;

(4) Shall exert a retractive force of at

least 3 N under zero acceleration when

attached only to the pelvic restraint;

(5) Shall exert a retractive force of not

less than 1 N and not more than 5 N

under zero acceleration when attached

only to an upper torso restraint;

(6) Shall exert a retractive force of not

less than 1 N and not more than 7 N

under zero acceleration when attached

to a strap or webbing that restrains both

the upper torso and the pelvis.

* * * * *

S4.4 Requirements for assembly

performance.

(a) Type I seat belt assembly. Except

as provided in S4.5, the complete seat

belt assembly including webbing, straps,

buckles, adjustment and attachment

hardware, and retractors shall comply

with the following requirements when

tested by the procedures specified in

S5.3(a):

(1) The assembly loop shall withstand

a force of not less than 22,241 N; that

is, each structural component of the

assembly shall withstand a force of not

less than 2,500 pounds or 1,1120 N.

(2) The assembly loop shall extend

not more than 7 inches or 178 mm when

subjected to a force of 22,241 N; that is

the length of the assembly between

anchorages shall not increase more than

356 mm.

(3) Any webbing cut by the hardware

during test shall have a breaking

strength at the cut of not less than

18,683 N.

(4) Complete fracture through any

solid section of metal attachment

hardware shall not occur during test.

(b) Type 2 seat belt assembly. Except

as provided in S4.5, the components of

a Type 2 seat belt assembly including

webbing, straps, buckles, adjustment

and attachment hardware, and retractors

shall comply with the following

requirements when tested by the

procedure specified in S5.3(b):

(1) The structural components in the

pelvic restraint shall withstand a force

of not less than 11,120 N.

(2) The structural components in the

upper torso restraint shall withstand a

force of not less than 6,672 N.

(3) The structural components in the

assembly that are common to pelvic and

upper torso restraints shall withstand a

force of not less than 13,345 N.

(4) The length of the pelvic restraint

between anchorages shall not increase

more than 508 mm when subjected to a

force of 11,120 N.

(5) The length of the upper torso

restraint between anchorages shall not

increase more than 508 mm when

subjected to a force of 6,672 N.

(6) Any webbing cut by the hardware

during test shall have a breaking

strength of not less than 15,569 N at a

cut in webbing of the pelvic restraint, or

not less than 12,455 N at a cut in

webbing of the upper torso restraint.

(7) Complete fracture through any

solid section of metal attachment

hardware shall not occur during test.

* * * * *

S5 Demonstration procedures.

S5.1 Webbing—(a) Width. The width

of webbing from three seat belt

assemblies shall be measured after

conditioning for at least 24 hours in an

atmosphere having relative humidity

between 48 and 67 percent and a

temperature of 23°±2° C. The tension

during measurement of width shall be

not more than 22 N on webbing from a

Type 1 seat belt assembly, and 9786 N

± 450 N on webbing from a Type 2 seat

belt assembly. The width of webbing

from a Type 2 seat belt assembly may

be measured during the breaking

strength test described in paragraph (b)

of this section.

(b) Breaking strength. Webbing from

three seat belt assemblies shall be

conditioned in accordance with

paragraph (a) of this section and tested

for breaking strength in a testing

machine of capacity verified to have an

error of not more than one percent in

the range of the breaking strength of the

webbing in accordance with American

Society for Testing and Materials E4–79

‘‘Standard Methods of Load Verification

of Testing Machines.’’ The machine

shall be equipped with split drum grips

illustrated in Figure 1, having a

diameter between 51 and 102 mm. The

rate of grip separation shall be between

51 and 102 mm per minute. The

distance between the centers of the grips

at the start of the test shall be between

102 and 254 mm. After placing the

specimen in the grips, the webbing shall

be stretched continuously at a uniform

rate to failure. Each value shall be not

less than the applicable breaking

strength requirement in S4.2(b), but the

median value shall be used for

determining the retention of breaking

strength in paragraphs (d), (e) and (f) of

this section.

(c) Elongation. Elongation shall be

measured during the breaking strength

test described in paragraph (b) of this

section by the following procedure: A

preload between 196 N and 245 N shall

be placed on the webbing mounted in

the grips of the testing machine and the

needle points of an extensometer, in

which the points remain parallel during

test, are inserted in the center of the

specimen. Initially the points shall be

set at a known distance apart between

102 and 203 mm. When the force on the

webbing reaches the value specified in

S4.2(c), the increase in separation of the

points of the extensometer shall be

measured and the percent elongation

shall be calculated to the nearest 0.5

percent. Each value shall be not more

than the appropriate elongation

requirement in S4.2(c).

(d) Resistance to abrasion. The

webbing from three seat belt assemblies

shall be tested for resistance to abrasion
19278 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

by rubbing over the hexagon bar

prescribed in Figure 2 in the following

manner: The webbing shall be mounted

in the apparatus shown schematically in

Figure 2. One end of the webbing (A)

shall be attached to a mass (B) of 2.35

kg±.05 kg, except that a mass of 1.5

kg±.05 kg shall be used for webbing in

pelvic and upper torso restraints of a

belt assembly used in a child restraint

system. The webbing shall be passed

over the two new abrading edges of the

hexagon bar (C) and the other end

attached to an oscillating drum (D)

which has a stroke of 330 mm. Suitable

guides shall be used to prevent

movement of the webbing along the axis

of hexagonal bar C. Drum D shall be

oscillated for 5,000 strokes or 2,500

cycles at a rate of 60±2 strokes per

minute or 30±1 cycles per minute. The

abraded webbing shall be conditioned

as prescribed in paragraph (a) of this

section and tested for breaking strength

by the procedure described in paragraph

(b) of this section. The median values

for the breaking strengths determined on

abraded and unabraded specimens shall

be used to calculate the percentage of

breaking strength retained.

(e) Resistance to light. Webbing at

least 508 mm in length from three seat

belt assemblies shall be suspended

vertically on the inside of the specimen

track in a Type E carbon-arc light

exposure apparatus described in

Standard Practice for Generating LightExposure Apparatus (Carbon-Arc Type)

With and Without Water for Exposure of

Nonmetallic Materials, ASTM

Designation: G23 81, published by the

American Society for Testing and

Materials, except that the filter used for

100 percent polyester yarns shall be

chemically strengthened soda-lime glass

with a transmittance of less than 5

percent for wave lengths equal to or less

than 305 nanometers and 90 percent or

greater transmittance for wave lengths of

375 to 800 nanometers. The apparatus

shall be operated without water spray at

an air temperature of 60°±2° Celsius (°C)

measured at a point 25±5 mm outside

the specimen rack and midway in

height. The temperature sensing

element shall be shielded from

radiation. The specimens shall be

exposed to light from the carbon-arc for

100 hours and then conditioned as

prescribed in paragraph (a) of this

section. The colorfastness of the

exposed and conditioned specimens

shall be determined on the Geometric

Gray Scale issued by the American

Association of Textile Chemists and

Colorists. The breaking strength of the

specimens shall be determined by the

procedure prescribed in paragraph (b) of

this section. The median values for the

breaking strengths determined on

exposed and unexposed specimens shall

be used to calculate the percentage of

breaking strength retained.

(f) Resistance to micro-organisms.

Webbing at least 508 millimeters (mm)

in length from three seat belt assemblies

shall first be preconditioned in

accordance with Appendix A (1) and (2)

of American Association of Textile

Chemists and Colorists Test Method

381, ‘‘Fungicides Evaluation on

Textiles; Mildew and Rot Resistance of

Textiles,’’ and then subjected to Test I,

‘‘Soil Burial Test’’ of that test method.

After soil-burial for a period of 2 weeks,

the specimen shall be washed in water,

dried and conditioned as prescribed in

paragraph (a) of this section. The

breaking strengths of the specimens

shall be determined by the procedure

prescribed in paragraph (b) of this

section. The median values for the

breaking strengths determined on

exposed and unexposed specimens shall

be used to calculate the percentage of

breaking strength retained.

Note: This test shall not be required on

webbing made from material which is

inherently resistant to micro-organisms.

* * * * *

S5.2 Hardware.

(a) Corrosion resistance. Three seat

belt assemblies shall be tested in

accordance with American Society for

Testing and Materials B11773,

‘‘Standard Method of Salt Spray (Fog)

Testing.’’ Any surface coating or

material not intended for permanent

retention on the metal parts during

service life shall be removed prior to

preparation of the test specimens for

testing. The period of test shall be 50

hours for all attachment hardware at or

near the floor, consisting of two periods

of 24 hours exposure to salt spray

followed by 1 hour drying and 25 hours

for all other hardware, consisting of one

period of 24 hours exposure to salt

spray followed by 1 hour drying. In the

salt spray test chamber, the parts from

the three assemblies shall be oriented

differently, selecting those orientations

most likely to develop corrosion on the

larger areas. At the end of test, the seat

belt assembly shall be washed

thoroughly with water to remove the

salt. After drying for at least 24 hours

under standard laboratory conditions

specified in S5.1(a) attachment

hardware shall be examined for ferrous

corrosion on significant surfaces, that is,

all surfaces that can be contacted by a

sphere 19 mm in diameter, and other

hardware shall be examined for ferrous

and nonferrous corrosion which may be

transferred, either directly or by means

of the webbing, to a person or his

clothing during use of a seat belt

assembly incorporating the hardware.

* * * * *

(c) Attachment hardware. (1)

Attachment bolts used to secure the

pelvic restraint of a seat belt assembly

to a motor vehicle shall be tested in a

manner similar to that shown in Figure

3. The load shall be applied at an angle

of 45° to the axis of the bolt through

attachment hardware from the seat belt

assembly, or through a special fixture

which simulates the loading applied by

the attachment hardware. The

attachment hardware or simulated

fixture shall be fastened by the bolt to

the anchorage shown in Figure 3, which

has a standard 7/16–20UNF–2B or 1⁄2-

UNF–2B or metric equivalent threaded

hole in a hardened steel plate at least 10

mm in thickness. The bolt shall be

installed with two full threads exposed

from the fully seated position. The

appropriate force required by S4.3(c)

shall be applied. A bolt from each of

three seat belt assemblies shall be

tested.

(2) Attachment hardware, other than

bolts, designed to receive the ends of

two seat belt assemblies shall be

subjected to a tensile force of 26,689 N

in a manner simulating use. The

hardware shall be examined for fracture

after the force is released. Attachment

hardware from three seat belt assemblies

shall be tested.

(3) Single attachment hook for

connecting webbing to any eye bolt

shall be tested in the following manner:

The hook shall be held rigidly so that

the retainer latch or keeper, with cotter

pin or other locking device in place, is

in a horizontal position as shown in

Figure 4. A force of 667 N±9 N shall be

applied vertically as near as possible to

the free end of the retainer latch, and

the movement of the latch by this force

at the point of application shall be

measured. The vertical force shall be

released, and a force of 667 N±9 N shall

be applied horizontally as near as

possible to the free end of the retainer

latch. The movement of the latch by this

force at the point of load application

shall be measured. Alternatively, the

hook may be held in other positions,

provided the forces are applied and the

movements of the latch are measured at

the points indicated in Figure 4. A

single attachment hook from each of

three seat belt assemblies shall be

tested.

(d) Buckle release. (1) Three seat belt

assemblies shall be tested to determine

compliance with the maximum buckle

release force requirements, following

the assembly test in S5.3. After
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19279

subjection to the force applicable for the

assembly being tested, the force shall be

reduced and maintained at 667 N on the

assembly loop of a Type 1 seat belt

assembly, 334 N the components of a

Type 2 seat belt assembly. The buckle

release force shall be measured by

applying a force on the buckle in a

manner and direction typical of those

which would be employed by a seat belt

occupant. For push button-release

buckles, the force shall be applied at

least 3 mm from the edge of the push

button access opening of the buckle in

a direction that produces maximum

releasing effect. For lever-release

buckles, the force shall be applied on

the centerline of the buckle lever or

finger tab in a direction that produces

maximum releasing effect.

(2) The area for application of release

force on pushbutton actuated buckle

shall be measured to the nearest 30

mm 2. The cylinder specified in S4.3(d)

shall be inserted in the actuation

portion of a lever released buckle for

determination of compliance with the

requirement. A buckle with other

release actuation shall be examined for

access of release by fingers.

(3) The buckle of a Type 1 or Type 2

seat belt assembly shall be subjected to

a compressive force of 1779 N applied

anywhere on a test line that is

coincident with the center line of the

belt extended through the buckle or on

any line that extends over the center of

the release mechanism and intersects

the extended centerline of the belt at an

angle of 60°. The load shall be applied

by using a curved cylindrical bar having

a cross section diameter of 19 mm and

a radius of curvature of 152 mm, placed

with its longitudinal center line along

the test line and its center directly above

the point or the buckle to which the

load will be applied. The buckle shall

be latched, and a tensile force of 334 N

shall be applied to the connected

webbing during the application of the

compressive force. Buckles from three

seat belt assemblies shall be tested to

determine compliance with paragraph

S4.3(d)(3).

(e) Adjustment Force. Three seat belt

assemblies shall be tested for

adjustment force on the webbing at the

buckle, or other manual adjusting

device normally used to adjust the size

of the assembly. With no load on the

anchor end, the webbing shall be drawn

through the adjusting device at a rate of

508 mm ±5 mm per minute and the

maximum force shall be measured to the

nearest 1 N after the first 25 mm of

webbing movement. The webbing shall

be precycled 10 times prior to

measurement.

(f) Tilt-lock adjustment. This test shall

be made on buckles or other manual

adjusting devices having tilt-lock

adjustment normally used to adjust the

size of the assembly. Three buckles or

devices shall be tested. The base of the

adjustment mechanism and the anchor

end of the webbing shall be oriented in

planes normal to each other. The

webbing shall be drawn through the

adjustment mechanism in a direction to

increase belt length at a rate of 508 mm

±50 mm per minute while the plane of

the base is slowly rotated in a direction

to lock the webbing. Rotation shall be

stopped when the webbing locks, but

the pull on the webbing shall be

continued until there is a resistance of

at least 89 N. The locking angle between

the anchor end of the webbing and the

base of the adjustment mechanism shall

be measured to the nearest degree. The

webbing shall be precycled 10 times

prior to measurement.

(g) Buckle latch. The buckles from

three seat belt assemblies shall be

opened fully and closed at least 10

times. Then the buckles shall be

clamped or firmly held against a flat

surface so as to permit normal

movement of buckle part, but with the

metal mating plate (metal-to-metal

buckles) or of webbing end (metal-towebbing buckles) withdrawn from the

buckle. The release mechanism shall be

moved 200 times through the maximum

possible travel against its stop with a

force of 133 N±13 N at a rate not to

exceed 30 cycles per minute. The buckle

shall be examined to determine

compliance with the performance

requirements of S4.3(g). A metal-tometal buckle shall be examined to

determine whether partial engagement

is possible by means of any technique

representative of actual use. If partial

engagement is possible, the maximum

force of separation when in such partial

engagement shall be determined.

(h) Nonlocking retractor. After the

retractor is cycled 10 times by full

extension and retraction of the webbing,

the retractor and webbing shall be

suspended vertically and a force of 18

N shall be applied to extend the

webbing from the retractor. The force

shall be reduced to 13 N when attached

to a pelvic restraint, or to 5 N per strap

or webbing that contacts the shoulder of

an occupant when retractor is attached

to an upper torso restraint. The residual

extension of the webbing shall be

measured by manual rotation of the

retractor drum or by disengaging the

retraction mechanism. Measurements

shall be made on three retractors. The

location of the retractor attached to

upper torso restraint shall be examined

for visibility of reel during use of seat

belt assembly in a vehicle.

Note: This test shall not be required on a

nonlocking retractor attached to the free end

of webbing which is not subjected to any

tension during restraint of an occupant by the

assembly.

(i) Automatic-locking retractor. Three

retractors shall be tested in a manner to

permit the retraction force to be

determined exclusive of the

gravitational forces on hardware or

webbing being retracted. The webbing

shall be fully extended from the

retractor. While the webbing is being

retracted, the average force or retraction

within plus or minus 51 mm of 75

percent extension (25 percent retraction)

shall be determined and the webbing

movement between adjacent locking

segments shall be measured in the same

region of extension. A seat belt assembly

with automatic-locking retractor in

upper torso restraint shall be tested in

a vehicle in a manner prescribed by the

installation and usage instructions. The

retraction force on the occupant of the

seat belt assembly shall be determined

before and after traveling for 10 minutes

at a speed of 24 kilometers per hour

(km/h) or more over a rough road (e.g.,

Belgian block road) where the occupant

is subjected to displacement with

respect to the vehicle in both horizontal

and vertical directions. Measurements

shall be made with the vehicle stopped

and the occupant in the normal seated

position.

(j) Emergency-locking retractor. A

retractor shall be tested in a manner that

permits the retraction force to be

determined exclusive of the

gravitational forces on hardware or

webbing being retracted. The webbing

shall be fully extended from the

retractor, passing over or through any

hardware or other material specified in

the installation instructions. While the

webbing is being retracted, the lowest

force of retraction within plus or minus

51 mm of 75 percent extension shall be

determined. A retractor that is sensitive

to webbing withdrawal shall be

subjected to an acceleration of 3m/s2

within a period of 50 milliseconds (ms)

while the webbing is at 75 percent

extension, to determine compliance

with S4.3(j)(2). The retractor shall be

subjected to an acceleration of 7 m/s2

within a period of 50 milliseconds (ms),

while the webbing is at 75 percent

extension, and the webbing movement

before locking shall be measured under

the following conditions: For a retractor

sensitive to webbing withdrawal, the

retractor shall be accelerated in the

direction of webbing retraction while

the retractor drum’s central axis is
19280 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

oriented horizontally and at angles of

45°, 90°, 135°, and 180° to the

horizontal plane. For a retractor

sensitive to vehicle acceleration, the

retractor shall be:

(1) Accelerated in the horizontal

plane in two directions normal to each

other, while the retractor drum’s central

axis is oriented at the angle at which it

is installed in the vehicle; and,

(2) Accelerated in three directions

normal to each other while the retractor

drum’s central axis is oriented at angles

of 45°, 90°, 135°, and 180° from the

angle at which it is installed in the

vehicle, unless the retractor locks by

gravitational force when tilted in any

direction to any angle greater than 45°

from the angle at which it is installed in

the vehicle.

(k) Performance of retractor. After

completion of the corrosion-resistance

test described in paragraph (a) of this

section, the webbing shall be fully

extended and allowed to dry for at least

24 hours under standard laboratory

conditions specified in S5.1(a). The

retractor shall be examined for ferrous

and nonferrous corrosion which may be

transferred, either directly or by means

of the webbing, to a person or his

clothing during use of a seat belt

assembly incorporating the retractor,

and for ferrous corrosion on significant

surfaces if the retractor is part of the

attachment hardware. The webbing

shall be withdrawn manually and

allowed to retract for 25 cycles. The

retractor shall be mounted in an

apparatus capable of extending the

webbing fully, applying a force of 89 N

at full extension, and allowing the

webbing to retract freely and

completely. The webbing shall be

withdrawn from the retractor and

allowed to retract repeatedly in this

apparatus until 2,500 cycles are

completed. The retractor and webbing

shall then be subjected to the

temperature resistance test prescribed in

paragraph (b) of this section. The

retractor shall be subjected to 2,500

additional cycles of webbing

withdrawal and retraction. Then, the

retractor and webbing shall be subjected

to dust in a chamber similar to one

illustrated in Figure 8 containing about

0.9 kg of coarse grade dust conforming

to the specification given in Society of

Automotive Engineering Recommended

Practice J726, ‘‘Air Cleaner Test Code’’

Sept. 1979. The dust shall be agitated

every 20 minutes for 5 seconds by

compressed air, free of oil and moisture,

at a gage pressure of 550±55 kPa

entering through an orifice 1.5±0.1 mm

in diameter. The webbing shall be

extended to the top of the chamber and

kept extended at all times except that

the webbing shall be subjected to 10

cycles of complete retraction and

extension within 1 to 2 minutes after

each agitation of the dust. At the end of

5 hours, the assembly shall be removed

from the chamber. The webbing shall be

fully withdrawn from the retractor

manually and allowed to retract

completely for 25 cycles. An automaticlocking retractor or a nonlocking

retractor attached to pelvic restraint

shall be subjected to 5,000 additional

cycles of webbing withdrawal and

retraction. An emergency locking

retractor or a nonlocking retractor

attached to upper torso restraint shall be

subjected to 45,000 additional cycles of

webbing withdrawal and retraction

between 50 and 100 percent extension.

The locking mechanism of an

emergency locking retractor shall be

actuated at least 10,000 times within 50

to 100 percent extension of webbing

during the 50,000 cycles. At the end of

test, compliance of the retractors with

applicable requirements in S4.3 (h), (i),

and (j) shall be determined. Three

retractors shall be tested for

performance.

S5.3 Assembly performance—(a) Type

1 seatbelt assembly. Three complete seat

belt assemblies, including webbing,

straps, buckles, adjustment and

attachment hardware, and retractors,

arranged in the form of a loop as shown

in Figure 5, shall be tested in the

following manner:

(1) The testing machine shall conform

to the requirements specified in S5.1(b).

A double-roller block shall be attached

to one head of the testing machine. This

block shall consist of two rollers 102

mm in diameter and sufficiently long so

that no part of the seatbelt assembly

touches parts of the block other than the

rollers during test. The rollers shall be

mounted on antifriction bearings and

spaced 305 mm between centers, and

shall have sufficient capacity so that

there is no brinelling, bending or other

distortion of parts which may affect the

results. An anchorage bar shall be

fastened to the other head of the testing

machine.

(2) The attachment hardware

furnished with the seat belt assembly

shall be attached to the anchorage bar.

The anchor points shall be spaced so

that the webbing is parallel in the two

sides of the loop. The attaching bolts

shall be parallel to, or at an angle of 45°

or 90° to the webbing, whichever results

in an angle nearest to 90° between

webbing and attachment hardware

except that eye bolts shall be vertical,

and attaching bolts or nonthreaded

anchorages of a seat belt assembly

designed for use in specific models of

motor vehicles shall be installed to

produce the maximum angle in use

indicated by the installation

instructions, utilizing special fixtures if

necessary to simulate installation in the

motor vehicle. Rigid adapters between

anchorage bar and attachment hardware

shall be used if necessary to locate and

orient the adjustment hardware. The

adapters shall have a flat support face

perpendicular to the threaded hole for

the attaching bolt and adequate in area

to provide full support for the base of

the attachment hardware connected to

the webbing. If necessary, a washer shall

be used under a swivel plate or other

attachment hardware to prevent the

webbing from being damaged as the

attaching bolt is tightened.

(3) The length of the assembly loop

from attaching bolt to attaching bolt

shall be adjusted to about 1295 mm, or

as near thereto as possible. A force of

245 N shall be applied to the loop to

remove any slack in webbing at

hardware. The force shall be removed

and the heads of the testing machine

shall be adjusted for an assembly loop

between 1220 and 1270 mm in length.

The length of the assembly loop shall

then be adjusted by applying a force

between 89 or 98 N to the free end of

the webbing at the buckle, or by the

retraction force of an automatic-locking

or emergency-locking retractor. A seat

belt assembly that cannot be adjusted to

this length shall be adjusted as closely

as possible. An automatic-locking or

emergency locking retractor when

included in a seat belt assembly shall be

locked at the start of the test with a

tension on the webbing slightly in

excess of the retractive force in order to

keep the retractor locked. The buckle

shall be in a location so that it does not

touch the rollers during test, but to

facilitate making the buckle release test

in S5.2(d) the buckle should be between

the rollers or near a roller in one leg.

(4) The heads of the testing machine

shall be separated at a rate between 51

and 102 mm per minute until a force of

22,241±222 N is applied to the assembly

loop. The extension of the loop shall be

determined from measurements of head

separation before and after the force is

applied. The force shall be decreased to

667±45 N and the buckle release force

measured as prescribed in S5.2(d).

(5) After the buckle is released, the

webbing shall be examined for cutting

by the hardware. If the yarns are

partially or completely severed in a line

for a distance of 10 percent or more of

the webbing width, the cut webbing

shall be tested for breaking strength as

specified in S5.1(b) locating the cut in

the free length between grips. If there is

insufficient webbing on either side of

the cut to make such a test for breaking
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19281

strength, another seat belt assembly

shall be used with the webbing

repositioned in the hardware. A tensile

force of 11,120±111 N shall be applied

to the components or a force of

22,241±222 N shall be applied to the

assembly loop. After the force is

removed, the breaking strength of the

cut webbing shall be determined as

prescribed above.

(6) If a Type 1 seat belt assembly

includes an automatic-locking retractor

or an emergency-locking retractor, the

webbing and retractor shall be subjected

to a tensile force of 11,120±111 N with

the webbing fully extended from the

retractor.

(7) If a seat belt assembly has a buckle

in which the tongue is capable of

inverted insertion, one of the three

assemblies shall be tested with the

tongue inverted.

(b) Type 2 seat belt assembly.

Components of three seat belt

assemblies shall be tested in the

following manner:

(1) The pelvic restraint between

anchorages shall be adjusted to a length

between 1220 and 1270 mm, or as near

this length as possible if the design of

the pelvic restraint does not permit its

adjustment to this length. An automaticlocking or emergency-locking retractor

when included in a seat belt assembly

shall be locked at the start of the test

with a tension on the webbing slightly

in excess of the retractive force in order

to keep the retractor locked. The

attachment hardware shall be oriented

to the webbing as specified in paragraph

(a)(2) of this section and illustrated in

Figure 5. A tensile force 11,120±111 N

shall be applied on the components in

any convenient manner and the

extension between anchorages under

this force shall be measured. The force

shall be reduced to 334±22 N and the

buckle release force measured as

prescribed in S5.2(d).

(2) The components of the upper torso

restraint shall be subjected to a tensile

force of 6,672±67 N following the

procedure prescribed above for testing

pelvic restraint and the extension

between anchorages under this force

shall be measured. If the testing

apparatus permits, the pelvic and upper

torso restraints may be tested

simultaneously. The force shall be

reduced to 334±22 N and the buckle

release force measured as prescribed in

S5.2(d).

(3) Any component of the seat belt

assembly common to both pelvic and

upper torso restraint shall be subjected

to a tensile force of 13,344±134 N.

(4) After the buckle is released in tests

of pelvic and upper torso restraints, the

webbing shall be examined for cutting

by the hardware. If the yarns are

partially or completely severed in a line

for a distance of 10 percent or more of

the webbing width, the cut webbing

shall be tested for breaking strength as

specified in S5.1(b) locating the cut in

the free length between grips. If there is

insufficient webbing on either side of

the cut to make such a test for breaking

strength, another seat belt assembly

shall be used with the webbing

repositioned in the hardware. The force

applied shall be 11,120±111 N for

components of pelvic restraint, and

6,672±67 N for components of upper

torso restraint. After the force is

removed, the breaking strength of the

cut webbing shall be determined as

prescribed above.

(5) If a Type 2 seat belt assembly

includes an automatic-locking retractor

or an emergency-locking retractor the

webbing and retractor shall be subjected

to a tensile force of 11,120±111 N with

the webbing fully extended from the

retractor, or to a tensile force of

6,672±67 N with the webbing fully

extended from the retractor if the design

of the assembly permits only upper

torso restraint forces on the retractor.

(6) If a seat belt assembly has a buckle

in which the tongue is capable of

inverted insertion, one of the three

assemblies shall be tested with the

tongue inverted.

(c) Resistance to buckle abrasion.

Seatbelt assemblies shall be tested for

resistance to abrasion by each buckle or

manual adjusting device normally used

to adjust the size of the assembly. The

webbing of the assembly to be used in

this test shall be exposed for 4 hours to

an atmosphere having relative humidity

of 65 percent and temperature of 18 °C.

The webbing shall be pulled back and

forth through the buckle or manual

adjusting device as shown schematically

in Figure 7. The anchor end of the

webbing (A) shall be attached to a mass

(B) of 1.4 kg. The webbing shall pass

through the buckle (C), and the other

end (D) shall be attached to a

reciprocating device so that the webbing

forms an angle of 8° with the hinge stop

(E). The reciprocating device shall be

operated for 2,500 cycles at a rate of 18

cycles per minute with a stroke length

of 203 mm. The abraded webbing shall

be tested for breaking strength by the

procedure described in paragraph

S5.1(b).

* * * * *

23. Section 571.210 would be

amended by revising in S4.2.1 the

introductory paragraph; revising S4.2.2;

revising S4.2.4; revising S4.3.1.1;

revising S4.3.1.4; removing S4.3.1.5;

revising S5.1; revising S5.2; and revising

in S6, the introductory text, to read as

follows:

§ 571.210 Standard No. 210; Seatbelt

assembly anchorages.

* * * * *

S4.2.1 Except as provided in S4.2.5,

and except for side-facing seats, the

anchorages, attachment hardware, and

attachment bolts for any of the following

seatbelt assemblies shall withstand a

22,241 N force when tested in

accordance with S5.1 of this standard:

* * * * *

S4.2.2 Except as provided in S4.2.5,

the anchorages, attachment hardware,

and attachment bolts for all Type 2 and

automatic seatbelt assemblies that are

installed to comply with Standard No.

208 (49 CFR 571.208) shall withstand

13,345 N forces when tested in

accordance with S5.2.

* * * * *

S4.2.4. Anchorages, attachment

hardware, and attachment bolts shall be

tested by simultaneously loading them

in accordance with the applicable

procedures set forth in S5 of this

standard if the anchorages are either:

(a) For designated seating positions

that are common to the same occupant

seat and that face in the same direction,

or

(b) For laterally adjacent designated

seating positions that are not common to

the same occupant seat, but that face in

the same direction, if the vertical

centerline of the bolt hole for at least

one of the anchorages for one of those

designated seating positions is within

305 mm of the vertical center line of the

bolt hole for an anchorage for one of the

adjacent seating positions.

* * * * *

S4.3.1.1 In an installation in which

the seat belt does not bear upon the seat

frame:

(a) If the seat is a nonadjustable seat,

then a line from the seating reference

point to the nearest contact point of the

belt with the anchorage shall extend

forward from the anchorage at an angle

with the horizontal of not less than 30

degrees and not more than 75 degrees.

(b) If the seat is an adjustable seat,

then a line from a point 64 mm forward

of and 10 mm above the seating

reference point to the nearest contact

point of the belt with the anchorage

shall extend forward from the anchorage

at an angle with the horizontal of not

less than 30 degrees and not more than

75 degrees.

* * * * *

S4.3.1.4 Anchorages for an

individual seat belt assembly shall be

located at least 165 mm apart laterally,

measured between the vertical center
19282 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

line of the bolt holes or, for designs

using other means of attachment to the

vehicle structure, between the centroid

of such means.

S4.3.1.5 [Reserved]

* * * * *

S5.1 Seats with Type 1 or Type 2

seat belt anchorages. With the seat in its

rearmost position, apply a force of

22,241 N in the direction in which the

seat faces to a pelvic body block as

described in Figure 2A, in a plane

parallel to the longitudinal centerline of

the vehicle, with an initial force

application angle of not less than 5

degrees or more than 15 degrees above

the horizontal. Apply the force at the

onset rate of not more than 222,411 N

per second. Attain the 22,241 N force in

not more than 30 seconds and maintain

it for 10 seconds. At the manufacturer’s

option, the pelvic body block described

in Figure 2B may be substituted for the

pelvic body block described in Figure

2A to apply the specified force to the

center set(s) of anchorages for any group

of three or more sets of anchorages that

are simultaneously loaded in

accordance with S4.2.4 of this standard.

S5.2 Seats with Type 2 or automatic

seat belt anchorages. With the seat in its

rearmost position, apply forces of

13,345 N in the direction in which the

seat faces simultaneously to a pelvic

body block, as described in Figure 2A,

and an upper torso body block, as

described in Figure 3, in a plane parallel

to the longitudinal centerline of the

vehicle, with an initial force application

angle of not less than 5 degrees nor

more than 15 degrees above the

horizontal. Apply the forces at the onset

rate of not more than 133,447 N per

second. Attain the 13,345 N force in not

more than 30 seconds and maintain it

for 10 seconds. At the manufacturer’s

option, the pelvic body block described

in Figure 2B may be substituted for the

pelvic body block described in Figure

2A to apply the specified force to the

center set(s) of anchorages for any group

of three or more sets of anchorages that

are simultaneously loaded in

accordance with S4.2.4 of this standard.

* * * * *

S6. Owner’s Manual Information. The

owner’s manual in each vehicle with a

gross vehicle weight rating of 4,536 kg

or less manufactured after September 1,

1987 shall include:

* * * * *

23. In § 571.210, Figure 2 ‘‘Body Block

for Lap Belt Anchorage’’ would be

removed. Figure 2A ‘‘Body Block for

Lap Belt Anchorage’’, Figure 2B

‘‘Optional Body Block for Center Seating

Positions’’, and Figure 3 ‘‘Body Block

for Combination Shoulder and Lap Belt

Anchorage’’ after S5.2, and preceding

S6, would be revised to read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19283
19284 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19285

BILLING CODE 4910–59–C
19286 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

25. Section 571.219 would be

amended by revising S3; revising S5;

revising S6.1; revising S6.2; and revising

in S7.7, paragraph (b) to read as follows:

§ 571.219 Standard No. 219, Windshield

zone intrusion.

* * * * *

S3. Application. This standard

applies to passenger cars and to

multipurpose passenger vehicles, trucks

and buses of 4,536 kilograms or less

gross vehicle weight rating. However, it

does not apply to forward control

vehicles, walk-in van-type vehicles, or

to open-body-type vehicles with folddown or removable windshields.

* * * * *

S5. Requirement. When the vehicle

travelling longitudinally forward at any

speed up to and including 48 km/h

impacts a fixed collision barrier that is

perpendicular to the line of travel of the

vehicle, under the conditions of S7, no

part of the vehicle outside the occupant

compartment, except windshield

molding and other components

designed to be normally in contact with

the windshield, shall penetrate the

protected zone template, affixed

according to S6, to a depth of more than

6 mm, and no such part of a vehicle

shall penetrate the inner surface of that

portion of the windshield, within the

DLO, below the protected zone defined

in S6.

S6. Protected zone template.

S6.1 The lower edge of the protected

zone is determined by the following

procedure (See Figure 1).

(a) Place a 165 mm diameter rigid

sphere, with a mass of 6.8 kg in a

position such that it simultaneously

contacts the inner surface of the

windshield glazing and the surface of

the instrument panel, including

padding. If any accessories or

equipment such as the steering control

system obstruct positioning of the

sphere, remove them for the purposes of

this procedure.

(b) Draw the locus of points on the

inner surface of the windshield

contactable by the sphere across the

width of the instrument panel. From the

outermost contactable points, extend the

locus line horizontally to the edges of

the glazing material.

(c) Draw a line on the inner surface of

the windshield below and 13 mm

distant from the locus line.

(d) The lower edge of the protected

zone is the longitudinal projection onto

the outer surface of the windshield of

the line determined in S6.1(c).

S6.2 The protected zone is the space

enclosed by the following surfaces, as

shown in Figure 1:

(a) The outer surface of the

windshield in its precrash

configuration.

(b) The locus of points 76 mm

outward along perpendiculars drawn to

each point on the outer surface of the

windshield.

(c) The locus of lines forming a 45°

angle with the outer surface of the

windshield at each point along the top

and side edges of the outer surface of

the windshield and the lower edge of

the protected zone determined in S6.1,

in the plane perpendicular to the edge

at that point.

* * * * *

S7.7 * * *

* * * * *

(b) Except as specified in S7.6, a

multipurpose passenger vehicle, truck

or bus is loaded to its unloaded vehicle

weight, plus 136 kg or its rated cargo

and luggage capacity, whichever is less,

secured to the vehicle, plus a 50thpercentile test dummy as specified in

part 572 of this chapter at each front

outboard designated seating postion and

at any other position whose protection

system is required to be tested by a

dummy under the provisions of

Standard No. 208. Each dummy is

restrained only by means that are

installed for protection at its seating

position. The load is distributed so that

the mass on each axle as measured at

the tire-ground interface is in proportion

to its GAWR. If the mass on any axle

when the vehicle is loaded to its

unloaded vehicle weight plus dummy

mass exceeds the axle’s proportional

share of the test mass, the remaining

mass is placed so that the mass on that

axle remains the same. For the purposes

of this section, unloaded vehicle weight

does not include the mass of workperforming accessories. Vehicles are

tested to a maximum unloaded vehicle

weight of 2,495 kg.

* * * * *

26. Section 571.220 would be

amended by revising S4; revising S5.2;

revising S5.4; revising S5.5; and revising

S6.1 to read as follows:

§ 571.220 Standard No. 220; School bus

rollover protection.

* * * * *

S4. Requirements. When a force in

Newtons equal to 11⁄2 times the

unloaded vehicle weight in kilograms

multiplied by 9.8 m/sec2 is applied to

the roof of the vehicle’s body structure

through a force application plate as

specified in S5, Test procedures—

(a) The downward vertical movement

at any point on the application plate

shall not exceed 130 mm and

(b) Each emergency exit of the vehicle

provided in accordance with Standard

No. 217 (§ 571.217) shall be capable of

opening as specified in that standard

during the full application of the force

and after release of the force, except that

an emergency exit located in the roof of

the vehicle is not required to be capable

of being opened during the application

of the force. A particular vehicle (i.e.,

test specimen) need not meet the

emergency exit opening requirement

after release of force if it is subjected to

the emergency exit opening

requirements during the full application

of the force.

* * * * *

S5.2 Use a flat, rigid, rectangular

force application plate that is measured

with respect to the vehicle roof

longitudinal and lateral centerlines,

(a) In the case of a vehicle with a

GVWR of more than 4,536 kg, 305 mm

shorter than the vehicle roof and 914

mm wide; and

(b) In the case of a vehicle with a

GVWR of 4,536 kg or less, 127 mm

longer and 127 mm wider than the

vehicle roof. For purposes of these

measurements, the vehicle roof is that

structure, seen in the top projected

view, that coincides with the passenger

and driver compartment of the vehicle.

* * * * *

S5.4 Apply an evenly-distributed

vertical force in the downward direction

to the force application plate at any rate

not more than 13 mm per second, until

a force of 2,224 N has been applied.

S5.5 Apply additional vertical force

in the downward direction to the force

application plate at a rate of not more

than 13 mm per second until the force

specified in S4. has been applied, and

maintain this application of force.

* * * * *

S6.1 Temperature. The ambient

temperature is any level between 0 °C

and 32 °C.

* * * * *

27. Section 571.222 would be

amended by revising in S4, the

definition of ‘‘contactable surface’’;

revising S4.1; revising in S5.,

paragraphs (a) and (b); revising S5.1.2;

revising S5.1.3; revising S5.1.3.1;

revising S5.1.3.2; revising S5.1.3.3;

revising S5.1.3.4; revising S5.1.4;

revising S5.1.4.1; revising S5.1.4.2;

revising S5.1.5; revising S5.2; revising

S5.2.1; revising S5.2.3; revising S5.3.1.1;

revising S5.3.1.2; revising S5.3.1.3;

revising S5.3.2.1; revising S5.3.2.2;

revising S6.3; revising S6.5; revising

S6.5.1; revising S6.6; and revising S6.7

to read as follows:

§ 571.222 Standard No. 222; School bus

passenger seating and crash protection.

* * * * *
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19287

S4. Definitions. Contactable surface

means any surface within the zone

specified in S5.3.1.1 that is contactable

from any direction by the test device

described in S6.6, except any surface on

the front of a seat back or restraining

barrier 76 mm or more below the top of

the seat back or restraining barrier.

* * * * *

S4.1 The number of seating

positions considered to be in a bench

seat is expressed by the symbol W, and

calculated as the bench width in

millimeters divided by 381 and rounded

to the nearest whole number.

S5. Requirements. (a) Each vehicle

with a gross vehicle weight rating of

more than 4,536 kg shall be capable of

meeting any of the requirements set

forth under this heading when tested

under the conditions of S6. However, a

particular school bus passenger seat

(i.e., test specimen) in that weight class

need not meet further requirements after

having met S5.1.2 and S5.1.5, or having

been subjected to either S5.1.3, S5.1.4,

or S5.3.

(b) Each vehicle with a gross vehicle

weight rating of 4,536 kg or less shall be

capable of meeting the following

requirements at all seating positions

other than the driver’s seat:

(1) (A) In the case of vehicles

manufactured before September 1, 1991,

the requirements of §§ 571.208, 571.209,

and 571.210 as they apply to

multipurpose passenger vehicles; or

(B) In the case of vehicles

manufactured on or after September 1,

1991, the requirements of S4.4.3.3 of

§ 571.208 and the requirements of

§§ 571.209 and 571.210 as they apply to

school buses with a gross vehicle weight

rating of 4,536 kg or less; and

(2) The requirements of S5.1.2, S5.1.3,

S5.1.4, S5.1.5, S5.3, and S5.4 of this

standard. However, the requirements of

§§ 571.208 and 571.210 shall be met at

W seating positions in a bench seat

using a body block as specified in

Figure 2 of this standard, and a

particular school bus passenger seat

(i.e., a test specimen) in that weight

class need not meet further

requirements after having met S5.1.2

and S5.1.5, or after having been

subjected to either S5.1.3, S5.1.4, or

S5.3 of this standard or § 571.210.

* * * * *

S5.1.2 Seat back height and surface

area. Each school bus passenger seat

shall be equipped with a seat back that,

in the front projected view, has a front

surface area above the horizontal plane

that passes through the seating reference

point, and below the horizontal plane

508 mm above the seating reference

point, of not less than 90 percent of the

seat bench width in millimeters

multiplied by 508.

S5.1.3 Seat performance forward.

When a school bus passenger seat that

has another seat behind it is subjected

to the application of force as specified

in S5.1.3.1 and S5.1.3.2, and

subsequently, the application of

additional force to the seat back as

specified in S5.1.3.3 and S5.1.3.4:

(a) The seat back force/deflection

curve shall fall within the zone

specified in Figure 1;

(b) Seat back deflection shall not

exceed 356 mm; (for determination of

(a) and (b) the force/deflection curve

describes only the force applied through

the upper loading bar, and only the

forward travel of the pivot attachment

point of the upper loading bar,

measured from the point at which the

initial application of 44 N of force is

attained.)

(c) The seat shall not deflect by an

amount such that any part of the seat

moves to within 102 mm of any part of

another school bus passenger seat or

restraining barrier in its originally

installed position;

(d) The seat shall not separate from

the vehicle at any attachment point; and

(e) Seat components shall not separate

at any attachment point.

S5.1.3.1 Position the loading bar

specified in S6.5 so that it is laterally

centered behind the seat back with the

bar’s longitudinal axis in a transverse

plane of the vehicle and in any

horizontal plane between 102 mm above

and 102 mm below the seating reference

point of the school bus passenger seat

behind the test specimen.

S5.1.3.2 Apply a force of 3,114W

Newtons horizontally in the forward

direction through the loading bar at the

pivot attachment point. Reach the

specified load in not less than 5 nor

more than 30 seconds.

S5.1.3.3 No sooner than 1.0 second

after attaining the required force, reduce

that force to 1,557W Newtons and,

while maintaining the pivot point

position of the first loading bar at the

position where the 1,557W Newtons is

attained, position a second loading bar

described in S6.5 so that it is laterally

centered behind the seat back with the

bar’s longitudinal axis in a transverse

plane of the vehicle and in the

horizontal plane 406 mm above the

seating reference point of the school bus

passenger seat behind the test specimen,

and move the bar forward against the

seat back until a force of 44 N has been

applied.

S5.1.3.4 Apply additional force

horizontally in the forward direction

through the upper bar until 452W Joules

of energy have been absorbed in

deflecting the seat back (or restraining

barrier). Apply the additional load in

not less than 5 seconds nor more than

30 seconds. Maintain the pivot

attachment point in the maximum

forward travel position for not less than

5 seconds nor more than 10 seconds and

release the load in not less than 5 nor

more than 30 seconds. (For the

determination of S5.1.3.4 the force/

deflection curve describes only the force

applied through the upper loading bar,

and the forward and rearward travel

distance of the upper loading bar pivot

attachment point measured from the

position at which the initial application

of 44 N of force is attained.)

S5.1.4 Seat performance rearward.

When a school bus passenger seat that

has another seat behind it is subjected

to the application of force as specified

in S5.1.4.1 and S5.1.4.2:

(a) Seat back force shall not exceed

9,786 N;

(b) Seat back deflection shall not

exceed 254 mm; (for determination of

(a) and (b) the force/deflection curve

describes only the force applied through

the loading bar, and only the rearward

travel of the pivot attachment point of

the loading bar, measured from the

point at which the initial application of

222 N is attained.

(c) The seat shall not deflect by an

amount such that any part of the seat

moves to within 102 mm of any part of

another passenger seat in its originally

installed position;

(d) The seat shall not separate from

the vehicle at any attachment point; and

(e) Seat components shall not separate

at any attachment point.

S5.1.4.1 Position the loading bar

described in S6.5 so that it is laterally

centered forward of the seat back with

the bar’s longitudinal axis in a

transverse plane of the vehicle and in

the horizontal plane 343 mm above the

seating reference point of the test

specimen, and move the loading bar

rearward against the seat back until a

force of 222 N has been applied.

S5.1.4.2 Apply additional force

horizontally rearward through the

loading bar until 316W Joules (J) of

energy has been absorbed in deflecting

the seat back. Apply the additional load

in not less than 5 seconds nor more than

30 seconds. Maintain the pivot

attachment point in the maximum

rearward travel position for not less

than 5 seconds nor more than 10

seconds and release the load in not less

than 5 seconds nor more than 30

seconds. (For determination of S5.1.4.2

the force deflection curve describes the

force applied through the loading bar

and the rearward and forward travel

distance of the loading bar pivot
19288 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

attachment point measured from the

position at which the initial application

of 222 N of force is attained.)

S5.1.5 Seat cushion retention. In the

case of school bus passenger seats

equipped with seat cushions, with all

manual attachment devices between the

seat and the seat cushion in the

manufacturer’s designated position for

attachment, the seat cushion shall not

separate from the seat at any attachment

point when subjected to an upward

force in Newtons of 5 times the mass of

seat cushion in kilograms multiplied by

9.8 m/s2, applied in any period of not

less than 1 nor more than 5 seconds,

and maintained for 5 seconds.

S5.2 Restraining barrier

requirements. Each vehicle shall be

equipped with a restraining barrier

forward of any designated seating

position that does not have the rear

surface of another school bus passenger

seat within 610 mm of its seating

reference point, measured along a

horizontal longitudinal line through the

seating reference point in the forward

direction.

S5.2.1 Barrier-seat separation. The

horizontal distance between the

restraining barrier’s rear surface and the

seating reference point of the seat in

front of which the barrier is required

shall not be more than 610 mm

measured along a horizontal

longitudinal line through the seating

reference point in the forward direction.

* * * * *

S5.2.3 Barrier performance forward.

When force is applied to the restraining

barrier in the same manner as specified

in S5.1.3.1 through S5.1.3.4 for seating

performance tests:

(a) The restraining barrier force/

deflection curve shall fall within the

zone specified in Figure 1;

(b) Restraining barrier deflection shall

not exceed 356 mm; (for computation of

(a) and (b) the force/deflection curve

describes only the force applied though

the upper loading bar, and only the

forward travel of the pivot attachment

point of the loading bar, measured from

the point at which the initial

application of 44 N of force is attained.)

(c) Restraining barrier deflection shall

not interfere with normal door

operation;

(d) The restraining barrier shall not

separate from the vehicle at any

attachment point; and

(e) Restraining barrier components

shall not separate at any attachment

point.

* * * * *

S5.3.1.1 The head protection zones

in each vehicle are the spaces in front

of each school bus passenger seat which

are not occupied by bus sidewall,

window, or door structure and which,

in relation to that seat and its seating

reference point, are enclosed by the

following planes;

(a) Horizontal planes 305 mm and

1016 mm above the seating reference

point;

(b) A vertical longitudinal plane

tangent to the inboard (aisle side) edge

of the seat; and

(c) A vertical longitudinal plane 83

mm inboard of the outboard edge of the

seat;

(d) Vertical transverse planes through

and 762 mm forward of the reference

point.

S5.3.1.2 Head form impact

requirement. When any contactable

surface of the vehicle within the zones

specified in S5.3.1.1 is impacted from

any direction at 6.7 m/s by the head

form described in S6.6, the axial

acceleration at the center of gravity of

the head form shall be such that the

expression

1

1 2

2 5

1 2

1

2

t t

adt t t

t

t

−















 ( ) − ∫

.

shall not exceed 1,000 where ‘‘a’’ is the

axial acceleration expressed as a

multiple of ‘‘g’’ (the acceleration due to

gravity), and ‘‘t1’’ and ‘‘t2’’ are any two

points in time during the impact.

S5.3.1.3 Head form force

distribution. When any contactable

surface of the vehicle within the zones

specified in S5.3.1.1 is impacted from

any direction at 6.7 m/s by the head

form described in S6.6, the energy

necessary to deflect the impacted

material shall be not less than 4.5 joules

before the force level on the head form

exceeds 667 N. When any contactable

surface within such zones is impacted

by the head form from any direction at

1.5 m/s the contact area on the head

form surface shall be not less than 1,935

mm2.

* * * * *

S5.3.2.1 The leg protection zones of

each vehicle are those parts of the

school bus passenger seat backs and

restraining barriers bounded by

horizontal planes 305 mm above and

102 mm below the seating reference

point of the school bus passenger seat

immediately behind the seat back or

restraining barrier.

S5.3.2.2 When any point on the rear

surface of that part of a seat back or

restraining barrier within any zone

specified in S5.3.2.1 is impacted from

any direction at 4.9 m/s by the knee

form specified in S6.7, the resisting

force of the impacted material shall not

exceed 2,669 N and the contact area on

the knee form surface shall not be less

than 1,935 mm2.

* * * * *

S6.3 Temperature. The ambient

temperature is any level between 0

degrees C and 32 degrees C.

* * * * *

S6.5 Loading bar. The loading bar is

a rigid cylinder with an outside

diameter of 152 mm that has

hemispherical ends with radii of 76 mm

and with a surface roughness that does

not exceed 1.6 μm, root mean square.

The length of the loading bar is 102 mm

less than the width of the seat back in

each test. The stroking mechanism

applies force through a pivot attachment

at the center point of the loading bar

which allows the loading bar to rotate

in a horizontal plane 30 degrees in

either direction from the transverse

position.

S6.5.1 A vertical or lateral force of

17,792 N applied externally through the

pivot attachment point of the loading

bar at any position reached during a test

specified in this standard shall not

deflect that point more than 25 mm.

S6.6 Head form. The head form for

the measurement of acceleration is a

rigid surface comprised of two

hemispherical shapes, with total

equivalent mass of 5.2 kg. The first of

the two hemispherical shapes has a

diameter of 165 mm. The second of the

two hemispherical shapes has a 51 mm

diameter and is centered as shown in

Figure 3 to protrude from the outer

surface of the first hemispherical shape.

The surface roughness of the

hemispherical shapes does not exceed

1.6 μm, root mean square.

* * * * *

S6.7 Knee form. The knee form for

measurement of force is a rigid 76

millimeter-diameter cylinder, with an

equivalent weight of 44 N that has one

hemispherical end with a 38 mm radius

forming a contact surface of the knee

form. The hemispherical surface

roughness does not exceed 1.6 μm, root

mean square.

* * * * *

28. In § 571.222, Figure 1, ‘‘Force/

Deflection Zone’’, Figure 2, ‘‘Body Block

for Lap Belt’’, and Figure 3 after S6.8

would be revised to read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19289
19290 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19291

BILLING CODE 4910–59–C
19292 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

29. Section 571.301 would be

amended by revising S3; revising S5.5;

revising S5.6; revising S6; revising S6.1;

revising S6.2; revising S6.3; revising

S6.5; revising S6.6; revising S7.1.6;

revising S7.3; revising S7.5.1; revising

S7.5.2; revising S7.5.4; and revising

S7.5.5 to read as follows:

S571.301 Standard No. 301; Fuel system

integrity.

* * * * *

S3. Application. This standard

applies to passenger cars, and to

multipurpose passenger vehicles, trucks

and buses that have a GVWR of 4,536

kg or less and use fuel with a boiling

point above 0° C, and to school buses

that have a GVWR greater than 4,536 kg

and use fuel with a boiling point above

0° C.

* * * * *

S5.5 Fuel spillage; Barrier crash.

Fuel spillage in any fixed or moving

barrier crash test shall not exceed 28 g

from impact until motion of the vehicle

has ceased, and shall not exceed a total

of 142 g in the 1-minute period

following cessation of motion. For the

subsequent 2-minute period, fuel

spillage during any 1 minute interval

shall not exceed 28 g.

S5.6 Fuel spillage; rollover. Fuel

spillage in any rollover test, from the

onset of rotational motion, shall not

exceed a total of 142 g for the first 5

minutes of testing at each successive 90°

increment. For the remaining test

period, at each increment of 90° fuel

spillage during any 1 minute interval

shall not exceed 28 g.

* * * * *

S6. Test requirements. Each vehicle

with a GVWR of 4,536 kg or less shall

be capable of meeting the requirements

of any applicable barrier crash test

followed by a static rollover, without

alteration of the vehicle during the test

sequence. A particular vehicle need not

meet further requirements after having

been subjected to a single barrier crash

test and a static rollover test.

S6.1 Frontal barrier crash. When the

vehicle travelling longitudinally

forward at any speed up to and

including 48 km/h impacts a fixed

collision barrier that is perpendicular to

the line of travel of the vehicle, or at any

angle up to 30° in either direction from

the perpendicular to the line of travel of

the vehicle, with 50th-percentile test

dummies as specified in part 572 of this

chapter at each front outboard

designated seating position and at any

other position whose protection system

is required to be tested by a dummy

under the provisions of Standard No.

208, under the applicable conditions of

S7., fuel spillage shall not exceed the

limits of S5.5.

S6.2 Rear moving barrier crash.

When the vehicle is impacted from the

rear by a barrier moving at 48 km/h,

with test dummies as specified in part

572 of this chapter at each front

outboard designated seating position,

under the applicable conditions of S7.,

fuel spillage shall not exceed the limits

of S5.5.

S6.3 Lateral moving barrier crash.

When the vehicle is impacted laterally

on either side by a barrier moving at 32

km/h with 50th-percentile test dummies

as specified in part 572 of this chapter

at positions required for testing to

Standard No. 208, under the applicable

conditions of S7., fuel spillage shall not

exceed the limits of S5.5.

* * * * *

S6.5 Moving contoured barrier

crash. When the moving contoured

barrier assembly traveling

longitudinally forward at any speed up

to and including 48 km/h impacts the

test vehicle (school bus with a GVWR

exceeding 4,536 kg) at any point and

angle, under the applicable conditions

of S7.1 and S7.5, fuel spillage shall not

exceed the limits of S5.5.

S6.6 Anti-siphoning test for alcohol

fuel vehicles. Each vehicle shall have

means that prevent any hose made of

vinyl plastic or rubber, with a length of

not less than 1200 millimeters (mm) and

an outside diameter of not less than 5.2

mm, from contacting the level surface of

the liquid fuel in the vehicle’s fuel tank

or fuel system, when the hose is

inserted into the filler neck attached to

the fuel tank with the fuel tank filled to

any level from 90 to 95 percent of

capacity.

* * * * *

S7.1.6 The vehicle, including test

devices and instrumentation, is loaded

as follows:

(a) Except as specified in S7.1.1, a

passenger car is loaded to its unloaded

vehicle weight plus its rated cargo and

luggage capacity weight, secured in the

luggage area, plus the necessary test

dummies as specified in S6., restrained

only by means that are installed in the

vehicle for protection at its seating

position.

(b) Except as specified in S7.1.1, a

multipurpose passenger vehicle, truck,

or bus with a GVWR of 4,536 kg or less

is loaded to its unloaded vehicle weight,

plus the necessary test dummies, as

specified in S6., plus 136 kg or its rated

cargo and luggage capacity weight,

whichever is less, secured to the vehicle

and distributed so that the weight on

each axle as measured at the tire-ground

interface is proportional to its GAWR. If

the weight on any axle, when the

vehicle is loaded to unloaded vehicle

weight plus dummy weight, exceeds the

axle’s proportional share of the test

weight, the remaining weight shall be

placed so that the weight on that axle

remains the same. Each dummy shall be

restrained only by means that are

installed in the vehicle for protection at

its seating position.

(c) Except as specified in S7.1.1, a

school bus with a GVWR greater than

4,536 kg is loaded to its unloaded

vehicle weight, plus 54 kg of unsecured

mass at each designated seating

position.

* * * * *

S7.3 Rear moving barrier test

conditions. The rear moving barrier test

conditions are those specified in S8.2 of

Standard No. 208, 49 CFR 571.208,

except for the positioning of the barrier

and the vehicle. The barrier and test

vehicle are positioned so that at

impact—

(a) The vehicle is at rest in its normal

attitude;

(b) The barrier is traveling at 48 km/

h with its face perpendicular to the

longitudinal centerline of the vehicle;

and

(c) A vertical plane through the

geometric center of the barrier impact

surface and perpendicular to that

surface coincides with the longitudinal

centerline of the vehicle.

* * * * *

S7.5.1 The moving barrier, which is

mounted on a carriage as specified in

Figure 1, is of rigid construction,

symmetrical about a vertical

longitudinal plane. The contoured

impact surface, which is 629 mm high

and 1,981 mm wide, conforms to the

dimensions shown in Figure 2, and is

attached to the carriage as shown in that

figure. The ground clearance to the

lower edge of the impact surface is 133

mm ± 13 mm. The wheelbase is 3,048

mm ± 50 mm.

S7.5.2 The moving contoured

barrier, including the impact surface,

supporting structure, and carriage, has a

mass of 1,814.4 kg ± 23 kg with the mass

distributed so that 408 kg ± 11 kg is at

each rear wheel and 499 kg ± 11 kg is

at each front wheel. The center of

gravity is located 1,372 mm ± 38 mm

rearward of the front wheel axis, in the

vertical longitudinal plane of symmetry,

401 mm above the ground. The moment

of inertia about the center of gravity is:

Ix=367 kgm2 ± 18.4 kgm2

Iz=4,711 kgm2 ± 236 kgm2

* * * * *

S7.5.4 The moving barrier assembly

is equipped with G78–15 pneumatic
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19293

tires with a tread width of 152 mm ± 25

mm, inflated to 165 kPa.

S7.5.5 The concrete surface upon

which the vehicle is tested is level,

rigid, and of uniform construction, with

a skid number of 75 when measured in

accordance with American Society of

Testing and Materials Method E: 274–

65T at 64 km/h, omitting water delivery

as specified in paragraph 7.1 of that

method.

* * * * *

30. Section 571.302 would be

amended by revising S4.2; revising the

text of S4.2.2; revising S4.3; revising

S5.1; revising S5.1.1; revising S5.1.2;

revising S5.1.3; revising S5.1.4; revising

S5.2.1; revising S5.2.3; and revising S5.3

to read as follows:

§ 571.302, Standard No. 302; Flammability

of interior materials.

* * * * *

S4.2 Any portion of a single or

composite material which is within 13

mm of the occupant compartment air

space shall meet the requirements of

S4.3

* * * * *

S4.2.2 Any material that adheres to

other materials at every point of contact

shall meet the requirements of S4.3

when tested as a composite with the

other material(s).

* * * * *

Material A has a non-adhering

interface with material B and is tested

separately. Part of material B is within

13 mm of the occupant compartment air

space, and materials B and C adhere at

every pont of contact; therefore, B and

C are tested as a composite. The cut is

in material C as shown, to make a

specimen 13 mm thick.

S4.3(a) When tested in accordance

with S5, material described in S4.1 and

S4.2 shall not burn, nor transmit a flame

front across its surface, at a rate of more

than 102 mm per minute. The

requirement concerning transmission of

a flame front shall not apply to a surface

created by cutting a test specimen for

purposes of testing pursuant to S5.

(b) If a material stops burning before

it has burned for 60 seconds from the

start of timing, and has not burned more

than 51 mm from the point where the

timing was started, it shall be

considered to meet the burn-rate

requirement of S4.3(a).

S5.1 Conditions.

S5.1.1 The test is conducted in a

metal cabinet for protecting the test

specimens from drafts. The interior of

the cabinet is 381 mm long, 203 mm

deep, and 356 mm high. It has a glass

observation window in the front, a

closable opening to permit insertion of

the specimen holder, and a hole to

accommodate tubing for a gas burner.

For ventilation, it has a 13 mm

clearance space around the top of the

cabinet, ten holes in the base of the

cabinet, each hole 19 mm in diameter

and legs to elevate the bottom of the

cabinet by 10 mm, all located as shown

in Figure 1.

S5.1.2 Prior to testing, each

specimen is conditioned for 24 hours at

a temperature of 21° C, and a relative

humidity of 50 percent, and the test is

conducted under those ambient

conditions.

S5.1.3 The test specimen is inserted

between two matching U-shaped frames

of metal stock 25 mm wide and 10 mm

high. The interior dimensions of the Ushaped frames are 51 mm wide by 330

mm long. A specimen that softens and

bends at the flaming end so as to cause

erratic burning is kept horizontal by

supports consisting of thin, heatresistant wires, spanning the width of

the U-shaped frame under the specimen

at 25 mm intervals. A device that may

be used for supporting this type of

material is an additional U-shaped

frame, wider than the U-shaped frame

containing the specimen, spanned by

10-mil wires of heat-resistant

composition at 25 mm intervals,

inserted over the bottom U-shaped

frame.

S5.1.4 A bunsen burner with a tube

of 10 mm inside diameter is used. The

gas adjusting valve is set to provide a

flame, with the tube vertical, of 38 mm

in height. The air inlet to the burner is

closed.

* * * * *

S5.2 Preparation of specimens.

S5.2.1 Each specimen of material to

be tested shall be a rectangle 102 mm

wide by 356 mm long, wherever

possible. The thickness of the specimen

is that of the single or composite

material used in the vehicle, except that

if the material’s thickness exceeds 13

mm, the specimen is cut down to that

thickness measured from the surface of

the specimen closest to the occupant

compartment air space. Where it is not

possible to obtain a flat specimen

because of surface curvature, the

specimen is cut to not more than 13 mm

in thickness at any point. The maximum

available length or width of a specimen

is used where either dimension is less

than 356 mm or 102 mm, respectively,

unless surrogate testing is required

under S4.1.1.

* * * * *

S5.2.3 Material with a napped or

tufted surface is placed on a flat surface

and combed twice against the nap with

a comb having seven to eight smooth,

rounded teeth per 25 mm.

S5.3 Procedure.

(a) Mount the specimen so that both

sides and one end are held by the Ushaped frame, and one end is even with

the open end of the frame. Where the

maximum available width of a specimen

is not more than 51 mm, so that the

sides of the specimen cannot be held in

the U-shaped frame, place the specimen

in position on wire supports as

described in S5.1.3, with one end held

by the closed end of the U-shaped

frame.

(b) Place the mounted specimen in a

horizontal position, in the center of the

cabinet.

(c) With the flame adjusted according

to S5.1.4, position the bunsen burner

and specimen so that the center of the

burner tip is 19 mm below the center of

the bottom edge of the open end of the

specimen.

(d) Expose the specimen to the flame

for 15 seconds.

(e) Begin timing (without reference to

the period of application of the burner

flame) when the flame from the burning

specimen reaches a point 38 mm from

the open end of the specimen.

(f) Measure the time that it takes the

flame to progress to a point 38 mm from

the clamped end of the specimen. If the

flame does not reach the specified end

point, time its progress to the point

where flaming stops.

(g) Calculate the burn rate from the

formula:

B=60×(D/T)

Where:

B=Burn rate in millimeters per minute

D=Length the flame travels in

millimeters, and

T=Time in seconds for the flame to

travel D millimeters.

31. In § 571.302, the Figure named

‘‘Illustrative Example -Occupant

Compartment Air Space’’ at S4.2.2 after

the first sentence, and Figure 1, after

S5.1.1 would be revised to read as

follows:

BILLING CODE 4910–59–P
19294 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules
Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules 19295

BILLING CODE 4910–59—C
19296 Federal Register / Vol. 62, No. 76 / Monday, April 21, 1997 / Proposed Rules

Issued on: April 2, 1997.

L. Robert Shelton,

Associate Administrator for Safety

Performance Standards.

[FR Doc. 97–9153 Filed 4–18–97; 8:45 am]

BILLING CODE 4910–59–P

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric

Administration

50 CFR Part 630

[Docket No. 970401075–7075–01; I.D.

121296A]

RIN 0648–AJ69

Atlantic Highly Migratory Species

Fisheries; Atlantic Bluefin Tuna Quota

Specifications

AGENCY: National Marine Fisheries

Service (NMFS), National Oceanic and

Atmospheric Administration (NOAA),

Commerce.

ACTION: Proposed quota specifications;

public hearings; request for comments.

SUMMARY: NMFS issues proposed

specifications to set Atlantic bluefin

tuna (ABT) fishing category quotas for

the 1997 fishing year. The proposed

specifications are necessary to

implement the 1996 recommendation of

the International Commission for the

Conservation of Atlantic Tunas (ICCAT)

regarding fishing quotas for bluefin

tuna, as required by the Atlantic Tunas

Convention Act (ATCA), and to achieve

domestic management objectives. NMFS

will hold public hearings to receive

comments from fishery participants and

other members of the public regarding

these proposed specifications.

DATES: Comments are invited and must

be received on or before May 16, 1997.

See SUPPLEMENTARY INFORMATION for

dates and times of public hearings.

ADDRESSES: Comments on the proposed

specifications should be sent to, and

copies of supporting documents,

including a Draft Environmental

Assessment-Regulatory Impact Review

(EA/RIR), are available from, Rebecca

Lent, Chief, Highly Migratory Species

Management Division, Office of

Sustainable Fisheries (F/SF1), NMFS,

1315 East-West Highway, Silver Spring,

MD 20910–3282. See SUPPLEMENTARY

INFORMATION for locations of public

hearings.

FOR FURTHER INFORMATION CONTACT: John

Kelly, 301–713–2347, or Mark MurrayBrown, 508–281–9260.

SUPPLEMENTARY INFORMATION: The

Atlantic tuna fisheries are managed

under the authority of ATCA. ATCA

authorizes the Secretary of Commerce

(Secretary) to issue regulations as may

be necessary to carry out the

recommendations of ICCAT. The

authority to carry out ICCAT

recommendations has been delegated

from the Secretary to the Assistant

Administrator for Fisheries, NOAA

(AA).

Based on a revised stock assessment,

parties at the 1996 meeting of ICCAT

adopted a recommendation to increase

the annual scientific monitoring quota

of ABT in the western Atlantic Ocean

from 2,200 metric tons (mt) to 2,354 mt.

The share allocated to the United States

was increased from 1306 mt to 1,344 mt

and applies each year for the 1997 and

1998 fishing years. These proposed

specifications would implement that

quota recommendation and allocate the

total among the several established

fishing categories. While the ICCAT

recommendation refers to adjustments

to the 1998 quotas based on

underharvest or overharvest in 1997,

there is no provision for such

adjustments from the 1996 fishing year.

Therefore, these proposed specifications

for 1997 which appear as an attachment

to this document do not include any

adjustments relative to landings in 1996.

Relation to Proposed Consolidation

A proposed rule to consolidate all the

Atlantic highly migratory species

regulations was published by NMFS on

November 6, 1996, in the Federal

Register at 61 FR 57361. That proposed

rule would significantly reorganize and

condense regulatory text regarding the

Atlantic tuna fisheries. In particular,

regulations governing the Atlantic tuna

fisheries, currently found at 50 CFR part

285, were proposed to be combined

with other regulations governing highly

migratory species under 50 CFR part

630. The quotas contained in these

proposed specifications have been

written to be consistent with the

previously proposed consolidation.

Additionally, under the

consolidation, regulatory text regarding

annual quotas for ABT was proposed to

be eliminated and replaced by annual

quota specifications to be published in

the Federal Register. Under the

proposed new procedures, NMFS would

issue proposed quota specifications and

applicable supporting analyses (EA/RIR,

Initial Regulatory Flexibility Analysis

(IRFA)), provide for a public comment

period, and issue final quota

specifications. These proposed ABT

quota specifications for 1997 are drafted

in a format to enable the public to place

these changes in the context of the

proposed consolidated regulations

under part 630. Copies of the proposed

consolidation rule may be obtained by

writing (see ADDRESSES) or calling the

contact person (see FOR FURTHER

INFORMATION CONTACT).

Relation to Advance Notice of Proposed

Rulemaking (ANPR)

These proposed specifications address

in part comments submitted to NMFS in

response to an ANPR (61 FR 48876,

September 17, 1996). In the ANPR,

NMFS requested comment on measures

necessary to implement quota

modifications and/or any other

management recommendations for

Atlantic tunas following the 1996

meeting of ICCAT. As stated in the

ANPR, NMFS is required under ATCA

to establish ABT quotas consistent with

the recommendations of ICCAT. Under

this legislative requirement, allocation

of the U.S. ABT quota has been

designed to collect the scientific

information necessary to monitor the

status of the ABT resource and,

consistent with this, to achieve an

equitable distribution of fishing

opportunities to all fishing categories

and all geographic areas.

The ANPR established a 30-day

comment period during which NMFS

received numerous comments on quota

allocations. NMFS received 141

comments that the amount of quota

allocated to the handgear categories

should be increased substantially, given

recent estimates of bluefin biomass.

Some commenters requested that NMFS

substantially reduce, and ultimately

eliminate, the Purse Seine quota. A few

individuals commented that the

Charter/Headboat and Angling category

quotas should reflect the economic

benefits of those recreational fisheries.

In addition to comments submitted in

response to the ANPR, NMFS has

received a petition for rulemaking

regarding Atlantic bluefin tuna quotas.

The petitioner requested that NMFS

reallocate the domestic quota in a

manner that reduces the Purse Seine

category quota to the proportion

established prior to the 1983

reallocation and increases the combined

quotas of the General and Angling

categories by the same amount. NMFS

requests comment on the merits and

impacts of this petition for rulemaking.

Copies of the petition are available from

NMFS (see ADDRESSES).

Proposed Fishing Category Quotas

In the 1992 final rule (57 FR 32905,

July 24, 1992), NMFS established quotas

for the various commercial and

recreational categories in the ABT

fishery, based upon the historical share

of catch in each of these categories