16718 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Parts 571 and 589

[Docket No. 92–28; Notice 7]

RIN No. 2127-AB85

Federal Motor Vehicle Safety

Standards; Head Impact Protection

AGENCY: National Highway Traffic

Safety Administration (NHTSA), DOT.

ACTION: Final rule; Response to petitions

for reconsideration.

SUMMARY: On August 18, 1995, NHTSA

published a final rule amending

Standard No. 201, ‘‘Occupant Protection

in Interior Impact,’’ to require passenger

cars and trucks, buses, and

multipurpose passenger vehicles with a

gross vehicle weight rating (GVWR) of

10,000 pounds or less, to provide

protection when an occupant’s head

strikes upper interior components,

including pillars, side rails, headers,

and the roof, during a crash. In response

to petitions for reconsideration, NHTSA

is amending that final rule to include

another phase-in option, allow

manufacturers to carry forward credits

for vehicles certified to the new

requirements prior to the beginning of

the phase-in period, exclude buses with

a GVWR of more than 8,500 pounds,

specify that all attachments to the upper

interior components are to remain in

place during compliance testing, and

make other changes to the test

procedure to clarify some areas of

confusion.

DATES: Effective Date: The amendments

made in this rule are effective May 8,

1997.

Petition Date: Any petitions for

reconsideration must be received by

NHTSA no later than May 23, 1997.

ADDRESSES: Any petitions for

reconsideration should refer to the

docket and notice number of this notice

and be submitted to: Administrator,

National Highway Traffic Safety

Administration, 400 Seventh Street, SW,

Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: The

following persons at the National

Highway Traffic Safety Administration,

400 Seventh Street, SW, Washington,

DC 20590:

For non-legal issues:

Dr. William Fan, Office of

Crashworthiness, NPS–11,

telephone (202) 366–4922, facsimile

(202) 366–4329, electronic mail

‘‘bfan@nhtsa.dot.gov’’.

For legal issues:

Steve Wood, Office of the Chief

Counsel, NCC–20, telephone (202)

366–2992, facsimile (202) 366–

3820, electronic mail

‘‘swood@nhtsa.dot.gov’’.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Background

II. FMH Drop Test Calibration Corridor

III. Lead time/Credits

A. Lead time

B. Credits

IV. Exclusion of Certain Vehicles

A. School Buses

B. Police Vehicles

V. Test Procedure

A. Definitions

1. Convertibles

2. Pillars

3. Windshield Trim/Surface of the Vehicle

Ceiling

B. Test Conditions

1. Targeting Conditions

2. Removal of Attachments on Vehicle

Interior Surface

3. Securing Vehicle That is Not Resting on

Its Suspension

4. Removal of Windows

5. Rear Doors

6. Sun Visors

7. Location of Head Center of Gravity

8. Initial Contact

9. Approach Angles

10. Minimum Impact Distance

C. Targets

1. Issues Related to Multiple Targets

2. A-pillar Targets

3. B-Pillar Targets

4. Other Pillar Targets

5. Front Header Targets

6. Side Rail Targets

7. Upper Roof Targets

8. Sliding Door Track Targets

9. Roll-bar Targets

VI. Rulemaking Analysis and Notices.

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures.

B. Regulatory Flexibility Act.

C. Paperwork Reduction Act.

D. National Environmental Policy Act.

E. Executive Order 12612 (Federalism).

F. Civil Justice Reform.

I. Background

On August 18, 1995, the National

Highway Traffic Safety Administration

(NHTSA) published a final rule

amending Standard No. 201, ‘‘Occupant

Protection in Interior Impact,’’ to require

passenger cars and trucks, buses, and

multipurpose passenger vehicles (these

vehicles are collectively referred to as

LTVs) with a gross vehicle weight rating

(GVWR) of 10,000 pounds or less, to

provide protection when an occupant’s

head strikes upper interior components,

including pillars, side rails, headers,

and the roof, during a crash (60 FR

43031). The amendments added

performance requirements and test

procedures for a new in-vehicle

component test. The new requirements

will be phased-in over a four-year

period beginning September 1, 1998.

The agency received nine timely

petitions for reconsideration of the final

rule. The issues raised by the petitions

can be divided into five categories—(1)

Application of the new requirements to

dynamic (i.e., crash-deployed) head

protection systems, (2) variability of test

results attributed to width of the free

motion headform (FMH) drop test

calibration corridor, (3) lead time and

phase-in, (4) exclusion of certain

vehicles, and (5) test procedures.

The first category of issues is outside

the scope of the rulemaking that led to

the August 1995 final rule and thus is

not a proper subject for a petition for

reconsideration. Therefore, the agency

announced that it was treating the

requests concerning these issues as

petitions for rulemaking, and granted

those petitions. On March 7, 1996, the

agency published an advance notice of

proposed rulemaking to assist the

agency in assessing those issues (61 FR

9136). Further agency action on those

issues will be taken in the context of

that separate rulemaking proceeding.

Therefore, those issues will not be

addressed in this notice.

II. FMH Drop Test Calibration Corridor

The American Automobile

Manufacturers Association (AAMA)

attached a copy of SAE Paper #950882,

‘‘Influence of System Variables in

Interior Head Impact Testing,’’ to its

original petition for reconsideration.

The paper discusses the percentage of

test variability attributable to various

factors in the agency’s new test

procedure. Citing this paper, AAMA

requested that the drop test calibration

corridor for the free motion headform

(FMH) be reduced since it was said to

account for 26 percent of the variability.

The current corridor is 225 to 275 g’s.

AAMA suggested that the width of the

corridor be reduced from 50 g’s to no

more than 25 g’s (250 to 275 g’s). This

issue was also raised by Honda in one

of its comments.

NHTSA assumes that the analysis of

the SAE paper #950882 is appropriate

and the conclusions are accurate. The

SAE paper shows a Head Injury

Criterion (HIC) range from 2,095 to

1,611 for the 27 FMH tests discussed.

This HIC range indicates a potential

variability of 30 percent. Of this, eight

percent, ± four percent, is attributed to

variability in FMH calibration. The

agency disagrees with AAMA that this

is excessive, as dummy response

variability of ± five percent is generally

considered ‘‘excellent.’’

There are additional reasons for not

adopting the requested change to the
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16719

1This change in the regulatory language required

a change in the numbering of all subsequent

sections. To aid the reader, the preamble refers to

the previous section number, and includes the new

section number, where appropriate in parentheses.

corridor. Neither AAMA nor Honda

submitted any data to substantiate their

comments that a 25 g calibration

corridor width would be practicable.

Further, the agency notes that

manufacturers can chose to use a FMH

at the upper end of the calibration

corridor when testing their own

vehicles. By choosing this worst-case

scenario, manufacturers could be

assured their vehicles would comply

when tested by the agency, regardless of

the location of the agency’s FMH within

the calibration corridor. Therefore, the

agency is not amending the calibration

corridor for the FMH.

III. Lead Time/Credits

A. Lead Time

The final rule specifies three phase-in

schedules, the earliest of which begins

with vehicles manufactured on or after

September 1, 1998. The Center for Auto

Safety (CAS) submitted a petition asking

that the phase-in schedules begin on

September 1, 1997. AAMA and

Volkswagen submitted petitions asking

that the beginning of the phase-in

schedules be delayed until September 1,

1999. Toyota asked the agency to delay

the beginning of the phase-in schedules

to compensate for the time needed to

clarify the test procedure in the final

rule.

With regard to the CAS petition, the

agency is not reducing the lead time

prior to the beginning of the phase-in

schedules. In the final rule, the agency

noted that manufacturers had uniformly

commented that a lead time period

longer than that proposed

(approximately 2 years) and a phase-in

schedule were necessary. Manufacturer

estimates of the time needed prior to the

beginning of a phase-in schedule ranged

from three to five years. After reviewing

these comments, NHTSA decided to

begin the phase-in schedules slightly

more than three years after the

publication of the final rule. This period

of lead time was at the lower end of the

range of manufacturer lead time

requests. NHTSA noted that its analysis

showed that all but one existing vehicle

model would need some degree of

redesign to comply with the new

requirements. CAS disagreed with this

assessment. However, even after a postpetition request by the agency, CAS did

not provide any information identifying

additional vehicle models that do not

need to be redesigned. In addition, the

NHTSA decision on lead time was

based on its conclusion that padding

alone might not be sufficient for some

components, that other countermeasures

might be preferable (i.e., to prevent

reduction in visibility), and that

additional lead time was necessary to

implement these other countermeasures.

CAS did not dispute these conclusions.

NHTSA is also not increasing the lead

time prior to the beginning of the phasein schedules. NHTSA regulations

clearly state that the filing of a petition

for reconsideration does not delay the

effective date of the rule (49 CFR

553.35(d)). Therefore, manufacturers

should have been preparing for the

beginning of the phase-in since August

of 1995. While NHTSA has made some

changes to the final rule, they are not so

extensive that manufacturers should

have to redesign vehicles again. Further,

if the manufacturers’ contemplated

method of compliance is, as it should

be, the uniform application of energy

absorbing materials over the entire

upper interior of their vehicles, the

decisions by the agency in this notice

regarding the specific location of

particular target points should have

relatively limited implications for the

manufacturers’ compliance efforts.

Finally, the agency’s adoption of

another alternative phase-in option will

provide some flexibility (see the next

section).

B. Credits

In the final rule, NHTSA allowed

manufacturers to earn carry-forward

credit during the phase-in for producing

complying vehicles in excess of the

percentage of production required in the

earlier years of the phase-in. In its

petition, Ford stated that it would have

trouble meeting the 10 percent

requirement during the first year of the

phase-in, and asked that a carry-back

allowance of up to three percent be

allowed for that year. In its petition,

Honda asked that manufacturers be

allowed to earn carry-forward credits for

vehicles which are produced prior to

the beginning of the phase-in period and

which comply with the new

requirements.

In allowing the earning and carryingforward of credits during the phase-in,

NHTSA stated:

this will encourage manufacturers to

exceed the requirements in early years, by

concentrating initial efforts on either vehicles

which present fewer redesign problems or

high volume vehicles. This will benefit

consumers by accelerating the availability of

vehicles which comply with the new

requirements and will benefit manufacturers

by providing them with flexibility for the

later years of the phase-in.

NHTSA believes this rationale is

equally applicable to vehicles

manufactured prior to the phase-in.

Standard No. 208, ‘‘Occupant Crash

Protection,’’ encouraged early

installation of automatic protection

systems by allowing the earning of

carry-forward credits for passenger cars

that complied with the automatic

protection requirement and were

produced in the year prior to the

beginning of the phase-in. Such credits

were not allowed for the phase-in of the

dynamic testing requirement in

Standard No. 214, ‘‘Side Impact

Protection,’’ because of the high

percentage of vehicles that did not need

to be redesigned in order to comply. As

stated previously, NHTSA was aware of

only one production vehicle at the time

of the final rule which would not

require some redesign to comply with

the new upper interior head protection

requirements, and no additional

information has been received to

indicate that this assessment was

incorrect. Therefore, NHTSA has

decided to allow carry-forward credits

for vehicles certified to the new

requirement prior to the beginning of

the phase-in. To accomplish this,

NHTSA has amended the regulatory

language to allow manufacturers the

option of certifying to the new

requirements prior to September 1,

1998.1

NHTSA did not specifically address

carry-back credits in the preamble to the

final rule. While Ford did submit

confidential information to support its

assertion that it could not achieve 10

percent compliance in the first year of

the phase-in, the agency does not

believe that carry-back credits would be

appropriate as such credits would delay

the introduction of complying vehicles.

Instead, the agency has decided to add

another phase-in option for all

manufacturers. Under this option,

manufacturers could certify compliance

with seven percent of their vehicle fleet

in the first year, 31 percent the second

year, 40 percent the third year, 70

percent the fourth year, and 100 percent

the final year. The figure for the first

year is based on Ford’s indication that

its shortfall would be up to three

percent in that year. While this schedule

will result in fewer vehicles in the first

year, it will require a greater number of

vehicles to comply in the second year.

The cumulative number of vehicles

produced in compliance with the new

requirements in the first two years of

this phase-in will be greater than under

the original 10/25/40/70/100 phase-in.
16720 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

IV. Exclusion of Certain Vehicles

A. School Buses

Three school bus manufacturers

petitioned NHTSA to exclude school

buses from the final rule. The

manufacturers indicated that the final

rule did not address a number of issues

associated with school buses, including:

(1) Differences in implementation cost

for small school buses,

(2) Inappropriateness of many target

location procedures for small school

buses,

(3) Negative economic impact on

school bus manufacturers, many of

which are small businesses, and,

(4) Lack of technical expertise and

engineering support.

In reviewing these petitions, NHTSA

contacted the petitioning manufacturers

and the National Truck Equipment

Association (NTEA) to obtain additional

information on buses, including school

buses, with a GVWR of 10,000 pounds

or less.

All small school buses currently in

production have a GVWR of more than

8,500 pounds. There were

approximately 6,566 small school buses

manufactured annually in 1993 and

1995. Of these, approximately 5,000

were Type-A buses (a school bus body

on a van chassis), the remaining were

van conversions. In the same years,

1,800 to 2,000 small (non-school) buses

with a GVWR of more than 8,500

pounds and less than or equal to 10,000

pounds were produced, respectively.

Finally, approximately 40,000 to 60,000

vans with a GVWR of more than 8,500

pounds and less than or equal to 10,000

pounds (these vehicles are classified as

buses by NHTSA because of their

passenger carrying capacity) are

produced annually. Thus, the total

number of small buses (buses with a

GVWR of less than or equal to 10,000

pounds) produced annually is

approximately 48,000 to 69,000.

Examination of fatality statistics

shows that approximately 28 fatalities

occur annually in buses with a GVWR

of more than 8,500 pounds and less than

or equal to 10,000 pounds. This figure

represents occupant fatalities from all

causes, not just those associated with

impacts with upper interior

components. In the Final Economic

Assessment (FEA) for the final rule,

NHTSA estimated that improvements to

LTVs of all types and sizes would

produce a fatality reduction of 289 to

334. Based on the assumption that the

fatality reduction would be evenly

distributed among the various types and

sizes of LTVs, the reduction for buses

with a GVWR of more than 8,500

pounds and less than 10,000 pounds

would be very small. Given the ratio of

the total annual production of LTVs

(5,600,000 units in 1995) to the total

annual production of small buses

(48,000 to 69,000 units), the estimated

fatality reduction for those buses would

be one.

The FEA also indicates that the cost

of compliance for vans is $72.29. The

National Association of State Directors

of Pupil Transportation Services

indicated in a submission to Docket 95–

98, Notice 1, that the cost of compliance

for all small school buses would be

$1,000 to $2,000. However, NHTSA

developed a cost estimate of $507 to

$926 per small school bus. NHTSA

assumes the same cost for all small

buses. Using these estimates for the

appropriate numbers of small buses

with a GVWR of more than 8,500

pounds results in an estimated cost of

approximately $7 million.

Many vans which are classified as

‘‘buses’’ and vans which are classified

as ‘‘mpvs’’ are manufactured using the

same chassis and vehicle body

construction. Since all vans below 8,500

pounds GVWR must comply with these

requirements, it is expected that the

manufacturers will provide complying

interiors for all their vans. Thus, it is

likely that some of the ‘‘buses’’ in the

8,500 to 10,000 pound GVWR range will

have padded interiors despite an

exclusion. Therefore, the actual benefit

for buses in this weight range is much

smaller than one life saved per year.

The school buses in this weight range

already have to comply with a number

of regulations in addition to the

regulations for buses. Because school

buses are more costly than regular

buses, some schools use vehicles which

are not ‘‘school buses’’ to transport

children, or would not replace their old

buses. These vehicles would not have

the additional safety features of a

‘‘school bus.’’ NHTSA is increasingly

concerned that requiring these vehicles

to absorb a large additional cost with

little benefits would cause more schools

to delay purchase of new vehicles or to

use non-school buses. This would result

in a loss of benefits in other areas that

would offset the extremely small

benefits of this rule.

Finally, all of the multistage buses in

this class are produced by small

businesses. This increases NHTSA’s

concerns about the large costs of this

rule for this class of vehicles.

Therefore, NHTSA has decided to

exclude buses with a GVWR of more

than 8,500 pounds from the new

requirements. This will have minimal

impact on the benefits estimate in the

final rule. However, requiring these

vehicles to comply would have a

significant impact on this portion of the

industry.

Police Vehicles

In a supplement to its petition for

reconsideration, AAMA asked the

agency to exclude police vehicles from

the final rule. AAMA stated that police

vehicles require special modifications

for the installation of interior lighting,

A-pillar-mounted spotlights, and roofmounted beacons and sirens, and that

such equipment would be difficult to

redesign for compliance.

NHTSA is not excluding police

vehicles in the final rule. NHTSA

believes that many of the concerns

underlying AAMA’s request for

exclusion are similar to concerns

regarding attachments generally.

Because of this, these concerns should

be addressed by NHTSA’s treatment of

all attachments (see below). AAMA did

not present evidence to indicate that

police equipment required different

treatment from other attachments.

V. Test Procedure

The fifth category of issues (test

procedure) generated a large number of

questions. In the final rule, the agency

responded to comments objecting to the

proposed broad requirements for

universal compliance of the upper

interior vehicle surface by narrowing

the amendments to require compliance

at specific targets only. To accommodate

that change, however, the agency had to

adopt a complex new test procedure to

define and locate the targets on the

vehicle interior. Because manufacturers

had not seen the test procedure prior to

the final rule, there were a large number

of questions and concerns regarding the

test procedure. To enable interested

parties and NHTSA personnel to discuss

the questions concerning the test

procedure, and to aid petitioning parties

in narrowing and refining those

questions, NHTSA decided to hold a

technical workshop on the test

procedure.

The focus was on the location of

target points. Interested parties were

invited to submit questions in writing

prior to the workshop (60 FR 53280;

October, 13, 1995). The workshop was

held on December 13–14, 1995 at the

Vehicle Research and Test Center

(VRTC) in East Liberty, Ohio. The

workshop was attended by about 55

individuals representing the automobile

and school bus manufacturers as well as

automotive compliance test facilities.

The procedures used to locate 12–15

headform impact target points were

discussed relative to each of three

demonstration vehicles: (1) A 1996 Ford

Mustang GT (convertible), (2) a 1996
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16721

Saab 900 (4 door sedan with sun roof),

and (3) a 1987 Nissan Van. Participants

at the meeting were invited to

supplement their petitions for

reconsideration with discussions of any

remaining target location issues. Both

the submissions regarding workshop

content and post-workshop

supplements to the petitions are

available in the docket. The specific

questions and concerns raised in the

petitions and at the workshop are

addressed in this section. The section is

arranged to parallel the regulatory text

of the final rule. Because the same

concerns and/or questions were raised

by numerous parties, they are not

attributed to any specific party.

A. Definitions

1. Convertibles

Manufacturers asked for changes to

the definitions of ‘‘convertible roof

frame’’ and ‘‘convertible roof linkage

mechanism.’’ Manufacturers stated that

the first definition presumes a metal

frame for convertible roofs and that

manufacturers are beginning to use

other materials. Some manufacturers

also asked the agency to exclude the

entire convertible roof, while one

manufacturer stated that hard top

convertible roofs should be included.

Finally, manufacturers asked for

clarification of the particular

components of a convertible that were

excluded from the final rule, in

particular, whether only components on

the roof itself were excluded.

NHTSA agrees that the inclusion of

the word ‘‘metal’’ in the definition of

‘‘convertible roof frame’’ is design

restrictive and is removing that word

from the definition.

NHTSA is not excluding the entire

convertible roof. This issue was

addressed in the final rule. In the final

rule, NHTSA agreed to exclude

‘‘convertible roof frames and linkage

mechanisms because the presence of a

countermeasure such as padding would

interfere with their movement’’ (60 FR

43031, at 43047). NHTSA did not

exclude all targets on convertible roofs

because commenters did not provide

any justification suggesting that

countermeasures could not be installed

on other parts of the convertible roof.

NHTSA notes that, while some

convertible roofs are made of cloth or

other soft material, many are not. While

the former are unlikely to produce head

injuries, the latter could. NHTSA

believes that protection should be

provided for all the hard areas in the

upper interior of vehicles, unless it is

not practicable to do so.

With regard to which components in

convertibles are excluded, ‘‘convertible

roof linkage mechanism’’ is defined as

‘‘any anchorage, fastener, or device

necessary to deploy a convertible roof

frame.’’ This definition is not limited to

components on the roof itself. Some

convertibles include anchor points on

the front header and/or A-pillar for the

convertible roof. These components are

included in the definition of

‘‘convertible roof linkage mechanism’’

and thus were excluded from the final

rule.

2. Pillars

Some manufacturers asked for

changes to the definitions for various

pillars because they have difficulty

applying the definitions to the unusual

designs of their vehicles. For example,

Toyota stated that one of its vehicles has

an unusual side window design which

is cut-out lower at the front edge of the

window. Toyota believes that, for this

design, the definition of Plane 9 (a

horizontal plane passing through the

lowest point of the daylight opening

forward of the B-pillar) results in a

target BP3 which is lower on the Bpillar than NHTSA intended, or even

below the B-pillar.

NHTSA has decided not to make any

changes to these definitions based on

these designs. Unless NHTSA were to

write a unique set of target location

provisions for each vehicle model in

production, it is inevitable that use of a

test procedure based on specific targets

will not succeed in locating all target

points on some vehicles. Even if

NHTSA were to write unique provisions

for each vehicle model currently in

production, the procedures might no

longer ensure that all targets could be

located once a vehicle model was

redesigned or a new vehicle model

introduced. For this reason, NHTSA

examined a wide number of vehicles

when selecting targets and attempted to

write the target location procedures in a

way that would make it possible to

locate all points on a majority of

vehicles and a sufficient number of

points on all vehicles. Section S4 (S6.1

and S6.2) states that ‘‘(t)he requirements

do not apply to any target that cannot

be located using the procedures of S8

(S10).’’ This provision adequately

addresses the problem of unusual

vehicle designs. NHTSA will not amend

the definitions or change the target

provisions absent information

indicating that they are not workable for

a significant number of target points on

a wide variety of vehicle models.

3. Windshield Trim/Surface of the

Vehicle Ceiling

Manufacturers also asked for

definitions for the phrases ‘‘windshield

trim’’ and ‘‘surface of the vehicle

ceiling.’’ These phrases are used in the

procedures to locate some targets.

NHTSA agrees that these phrases are

susceptible to more than one

interpretation. Accordingly, the agency

has added a definition of ‘‘windshield

trim.’’ It has also replaced the phrase

‘‘surface of the vehicle ceiling’’ with the

phrase ‘‘interior roof surface’’ to clarify

that it is a reference to the interior

surface only.

B. Test Conditions

1. Targeting Conditions

Section S4 (S6) requires vehicles to

comply when tested under the

conditions specified in S6 (S8). Section

S8 (S10) does not indicate whether or

not targets are located under the same

conditions. Manufacturers asked

whether the test conditions applied only

during testing or also during the

locating of the targets.

In the final rule, NHTSA did not

specify whether or not the test

conditions applied during target

location as well as during testing. Most

of the test conditions replicate

conditions that would exist during

vehicle use. However, some test

conditions are intended to facilitate

testing, and do not represent conditions

that would arise during vehicle use. For

example, seats and steering wheels may

be removed to facilitate placing test

equipment used to provide air pressure

for and launch the FMH in the vehicle.

NHTSA believes that these parts should

be present when the targets are located.

If, during target location, the seat or

steering wheel prevents the FMH from

contacting the target, it is also likely that

an occupant could not impact that area.

NHTSA has amended the regulatory

language to specify which test

conditions apply during the locating of

the targets.

2. Removal of Attachments on Vehicle

Interior Surface

Manufacturers asked NHTSA to

prohibit the removal of any items that

are attached to the upper interior of the

vehicle. Currently, removal of some

such attachments is explicitly

permitted, allowing NHTSA to test a

target on or near such attachments with

or without the attachment in place.

Some attachments may be in a variety

of positions, and therefore may or may

not be in the target location when the

vehicle is in use. Thus, for example,

S6.5 specifies that sun visors may be
16722 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

removed. Other attachments are a target,

and removal makes it easier to contact

other targets. Thus, for example, S6.7

allows a seat belt anchorage to be

removed to test the component on

which it is mounted if the target is not

on the anchorage. Other attachments are

not explicitly addressed.

Manufacturers argued that companies

may wish to use attachments as some of

the countermeasures to meet the rule.

Removal of the attachments would

remove those countermeasures.

Manufacturers also argued that removal

of attachments could adversely affect

the material on the component on

which the attachment is mounted, and

cause the vehicle to no longer comply

with the requirements of the rule.

It is possible that manufacturers could

use attachments as part of the

countermeasures to meet the new

requirements. In addition, the means by

which some attachments are anchored

to the upper interior components could

make it difficult or impossible to

remove the attachment without

adversely affecting the surrounding

material. Finally, the agency notes that

the attachments would be present in the

vehicle during a crash, even if not in the

specific target location NHTSA is

testing. Therefore, the agency is

specifying that no attachments,

including sun visors and seat belt

anchorages, are removed for testing.

3. Securing Vehicle That is Not Resting

on its Suspension

Section S6.1 (S8.1) specified that a

vehicle being tested is supported so that

it is not resting on its suspension.

Manufacturers asked whether the

vehicle was clamped down when not

resting on its suspension.

The regulatory text does not specify

whether or not the vehicle is clamped

down when not resting on its

suspension. Therefore, NHTSA could

test the vehicle either clamped or not.

NHTSA notes that clamping would

make the vehicle body stiffer, and thus

is likely to be a worst case condition for

manufacturers when they are doing

certification testing. NHTSA does not

believe it is necessary to specify one of

these conditions in the final rule.

4. Removal of Windows

Section S6.2 (S8.2) requires windows

to be open. Section 6.4 (S8.4) allows

side doors on the opposite side of the

vehicle from the target to be impacted

to be open. Manufacturers asked

whether windows could be removed for

testing.

In some vehicles (e.g., vans), it may be

necessary to remove windows to allow

placement of the test equipment inside

the vehicle to aim the FMH at some

targets. These vehicles may not have

doors in the rear portion of the vehicle

and may have windows in this area

which do not open, or which do not

open sufficiently to allow placing test

equipment in the vehicle. The

regulatory text has been amended to

allow removal of windows on the

opposite side from a target during

testing of that target.

5. Rear Doors

Section S6.4 (S8.4) allows side doors

on the side of the vehicle not be

impacted during a particular test to be

open. Manufacturers asked whether a

rear hatch or rear door could be opened

for testing.

The regulatory language only allows

side doors to be open. NHTSA decided

to allow doors to be open to allow test

equipment to access the targets. Because

an open door could change the stiffness

of adjacent vehicle components, NHTSA

only allowed side doors on the opposite

side of the longitudinal centerline of the

vehicle from the target to be open. For

some targets, it may be difficult or

impossible to reach the target with test

equipment from a side door. Therefore,

NHTSA has decided to allow rear

windows or doors to be open for testing

of any target except those on the rear

header, the rearmost pillars, and the

rearmost side rail target SR3 on each

side of the vehicle. The agency believes

that the performance of these targets

could be affected by an open rear door

or window.

6. Sun Visors

Section S6.5 (S8.5) allows sun visors

to be placed in any adjustment position

as long as one side is in contact with the

vehicle interior surface. Manufacturers

asked NHTSA to specify a single

position for testing. NHTSA is not

changing this test condition because the

sun visor could be in any position when

in use.

7. Location of Head Center of Gravity

Section S6.12 (S8.12) specifies the

location of the head center of gravity in

reference to the seating reference point

(SgRP). The agency was asked to change

the reference to the H-point. The SgRP

is defined at 49 CFR 571.3 in reference

to the design H-point with the seat in its

rearmost normal design driving or

riding position. Therefore, the agency

does not believe a change is necessary.

Manufacturers noted that target RP2 is

located on the rearmost pillar with

reference to the center of gravity of the

head for the rearmost designated seating

position. Manufacturers asked how this

is determined for vehicles in which the

rearmost seat is rearward facing.

NHTSA is amending the procedures to

specify that the rearward measurement

used to locate the head center of gravity

is made relative to the seat orientation

and not the vehicle orientation.

8. Initial Contact

Section S6.13.3 (S8.13.3) specifies

that some portion of the forehead

impact zone is to contact some point of

the target circle defined in S6.11 at the

time of initial contact. If this does not

occur, manufacturers asked if the FMH

were to be moved, or the target circle,

or both. Manufacturers also asked

NHTSA to include the prohibition

proposed in the NPRM that ‘‘no portion

of the headform contacts any part of the

vehicle outside the impact zone.’’

Section S8(b) (S10(b)) provides for the

relocation of any target point which

cannot be contacted by some portion of

the forehead impact zone at some

combination of impact angles. The

relocated point is the point used for

testing. If, for some reason, a portion of

the forehead impact zone is not the

point of initial contact when the testing

is repeated at the relocated point, the

test is considered an incomplete test.

The target is not relocated again.

With regard to the second request, the

final rule eliminated the impact zone

concept and substituted targets. The

procedures ensure that the initial

contact is between the target and the

forehead impact zone. Because there no

longer are impact zones, the NPRM

prohibition on impacts outside the zone

is not appropriate or necessary.

9. Approach Angles

Section S6.13.4.1 (S8.13.4.1) describes

a procedure to determine maximum and

minimum horizontal approach angles.

Manufacturers asked whether the

component surface or the attachment is

used in determining the shortest

horizontal line when an attachment is in

the same horizontal plane as the head

center of gravity.

NHTSA does not believe that the

selection of either distance would result

in a significantly different approach

angle. However, since the agency is

specifying that the attachments are to

remain in place, the measurements will

be made to the attachment if that is the

shortest distance.

Pursuant to S6.13.4.2(a) (S8.13.4.2(a)),

the maximum vertical approach angle

for each target is determined by rotating

the FMH upward until a portion of the

FMH outside the forehead impact zone

contacts the vehicle and then rotating

the FMH downward five degrees. Some

manufacturers petitioned for the amount

of downward rotation to be increased
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16723

because chin contact could still occur

during testing.

In the final rule, the agency added the

five degree offset in response to

manufacturer concerns about chin

contact. NHTSA never stated that this

amount was sufficient to prevent chin

contacts, only that it would delay chin

contact. Because NHTSA continues to

believe this amount is sufficient for this

purpose, it is not making any further

changes.

10. Minimum Impact Distance

Section S6.14 (S8.14) prohibits

multiple impacts when the distance

between the targets is less than 150 mm.

This distance was determined during

NHTSA testing of various types of

padding as an expected countermeasure.

Manufacturers expressed concern that

for other types of countermeasures,

performance will be degraded for

multiple impacts on the same

component, regardless of the distance

between the targets.

While NHTSA appreciates that its

testing was done only using padding,

manufacturers did not submit any data

indicating that the 150 mm distance was

not adequate for any other

countermeasure. Absent such

information, NHTSA is not changing

this test condition.

C. Target Locations

1. Issues Related to Multiple Targets

Section S8(b) (S10(b)) describes a

procedure for relocating targets when no

portion of the forehead impact zone can

contact the target. Manufacturers asked

NHTSA to delete this, arguing that it

allowed for infinite test possibilities.

Manufacturers also asked what is done

when contact is prevented by

interference from attachments.

NHTSA is not deleting the relocation

procedures. The forehead impact zone is

approximately fifteen inches square. It

is likely that the forehead impact zone

will contact the entire area within the

1.5 inch target circle specified in S8(b)

(S10(b)). Even if multiple impacts are

possible, it is not different than other

targets which allow options. In addition,

it is unlikely that the injury

measurements would differ significantly

between the possible targets in such a

small area.

With regard to the interference of

attachments, NHTSA is making one

change. Section S8(b) (S10(b)) is

amended to allow relocation within a

sphere rather than a circle. As noted

above, NHTSA has decided that

attachments should not be moved.

Allowing relocation within a sphere

when there is interference by an

attachment will allow the target to be

relocated onto the attachment. This will

limit the need for increasing the

relocation area due to interference. The

agency also notes that, unless otherwise

specified, movable attachments may be

moved to any position for the purpose

of testing. This will also reduce the

incidence of interference.

2. A-Pillar Targets

Manufacturers indicated concerns

that the A-pillar reference point (APR)

and target AP1 could not be located in

some vehicles, particularly convertibles,

and the points would be located in

space. NHTSA does not agree that this

is the case. NHTSA is not aware of any

vehicles that do not have some type of

roof to protect occupants from rain and

snow. Section S6.3 (S8.3) states that

convertible vehicles are tested with

their tops closed. Therefore, even in

these vehicles there would be an

exterior roof surface to use in locating

APR. If APR is on the soft cloth of a roof,

it is unlikely that NHTSA would

actually conduct a test (since such a

surface would not produce a high injury

measurement), but there would also be

a target AP1.

Manufacturers also asked whether

measurements were made along each

convolution of the outside weather

stripping or rain gutter. NHTSA would

not take measurements in such a

manner, but would instead follow the

nominal vehicle surface. By following

the nominal surface, NHTSA means that

the measurement is made as though the

weather stripping or rain gutters were

not present.

Manufacturers also asked whether

weather stripping was included in the

determination of the ‘‘outboardmost

point * * * with the vehicle side door

open.’’ The answer is yes. Viewed

perpendicular to the top of the test

vehicle (or the plan view) with the side

door open, the ‘‘outboardmost point’’ is

the outermost edge of the door opening

(including uncompressed weather

stripping, trim, or rain gutter).

Manufacturers also noted that some

vehicles have split or dual A-pillars and

asked whether such vehicles would

have multiple AP2 and AP3 target

points. If the pillars are not part of the

door structure, they are treated as

separate pillars. Thus, it is possible to

have multiple AP2 and AP3 target

points. To clarify this, the definition of

A-pillar is amended to specify ‘‘* * *

any pillar that is entirely forward of a

transverse vertical plane passing

through the seating reference point of

the driver’s seat.’’ In addition, the

definition of B-pillar is amended to

specify ‘‘* * * the forwardmost pillar

on each side of the vehicle that is, in

whole or part, rearward of a transverse

vertical plane passing through the

seating reference point of the driver’s

seat.’’

Finally, manufacturers noted that the

highest point at the intersection of the

dashboard and the A-pillar is not always

apparent, because in some vehicles

there is a small gap between the two

components. Manufacturers also stated

that this point could be one height on

one side of the vehicle and another

height on the other side. NHTSA has reexamined current production vehicles

and agrees that there is often a small gap

or depression between the dashboard

and the A-pillar. However, this is

equivalent to the convolutions at edges

of trim discussed above. Again, NHTSA

would measure along the nominal

surface, as if the small gap did not exist.

Section S8(a) (S10(a)) provides that

targets are located on each side of the

vehicle using the specified procedures.

Therefore, if the point of intersection is

at different heights on each side of the

vehicle, there is a different plane 5

defined on each side of the vehicle.

Manufacturers should not simply

transfer points from one side of the

vehicle to the other.

3. B-pillar Targets

Manufacturers asked a number of

questions concerning belt anchorages on

the B-pillar. Manufacturers asked the

location of target BP2 for an anchorage

which is covered by trim such that only

the webbing is visible through a slot in

the trim. Manufacturers also asked

whether a stalk would be considered

part of the anchorage and thus a

possible target.

The seat belt anchorage is defined in

S2.1 (S3). The regulation states that the

target is any point on the anchorage.

Thus, manufacturers must certify that

all portions of the anchorage comply

with the requirements. Targets can be

located on decorative trim covering the

anchorage or a portion of the anchorage.

Manufacturers also asked whether the

centerline of the width of the B-pillar is

determined by viewing the pillar

laterally. The answer is yes.

Finally, one manufacturer noted that,

for location of target BP3, Plane 9 passes

‘‘through the lowest point of the

daylight opening forward of the pillar.

The manufacturer stated that one of its

vehicle designs has an unusual window

design. The manufacturer believed that

Plane 9 would not be located in that

vehicle as intended by NHTSA. As

stated previously, NHTSA

acknowledges that not all points can be

located in every vehicle, and that not all

points will be located on the hardest
16724 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

points of every vehicle. This result is

inherent in using a test procedure

applicable to all vehicles, rather than a

procedure individually tailored for each

vehicle model. However, NHTSA will

not change the specification for a target

unless it is not appropriate for a large

number of vehicles.

4. Other Pillar Targets

Manufacturers asked whether vehicles

with multiple ‘‘other pillars’’ have

multiple other pillar targets. The answer

is yes. The procedures do not specify a

single ‘‘other pillar.’’ In addition, there

would be multiple SR3 targets since

they are located relative to the other

pillar reference point (OPR).

5. Front Header Targets

Manufacturers noted that the term

‘‘sunroof frame’’ was not defined.

NHTSA agrees that this term could be

confusing and is changing it to ‘‘interior

sunroof opening.’’ Manufacturers also

asked whether the sunroof is open or

closed during testing. NHTSA believes

that sunroofs are similar to windows

and has, therefore, added language to

indicate that they are treated in the

same manner.

Manufacturers also asked whether a

‘‘Targa’’ roof, which contains a

considerable amount of glass and is

larger than most sun roofs, is considered

a sunroof. Other standards (e.g.,

Standard No. 216, ‘‘Roof Crush

Resistance’’) use the term ‘‘convertible.’’

In previous interpretations of that term,

NHTSA stated that a Targa roof is a

convertible. In these interpretation

letters, NHTSA has consistently stated

that a convertible is ‘‘a vehicle whose Apillars or windshield peripheral support

is not joined with the B-pillars (or rear

roof support rearward of the B-pillar

position) by a fixed, rigid structural

member.’’ A comparable definition has

been included in the amended final

rule.

6. Side Rail Targets

Manufacturers noted that some side

rail targets (SR1 and SR2) are less than

six inches apart. Since S6.14 (S8.14)

specifies that impacts are not to occur

less than six inches apart, they stated

that they might have to use more than

one vehicle to complete the tests for all

possible combinations of targets on left

and right sides. NHTSA is changing the

procedure to locate target SR2 so that it

is either 12 inches rearward of APR or

12 inches forward of the B-pillar

reference point (BPR). This will provide

at least six inches between targets SR1

and SR2 as measured from the APR

reference.

Manufacturers also noted that some

vehicles (such as pickup trucks) have

only two pillars on either side of the

vehicle and asked whether the rear

pillar is treated as a B-pillar, a rearmostpillar, or both, for the purpose of

locating side rail targets. In the 1995

final rule, the rearmost pillar in a

vehicle with two pillars on each side is

defined as a ‘‘rearmost pillar’’ and not

as a ‘‘B-pillar.’’ Therefore, there is no

‘‘side rail between the A-pillar and the

B-pillar’’ (S8.6 (S10.6)). For ‘‘other side

rails’’ (S8.7 (S10.7)), targets are located

in reference to BPR or OPR, neither of

which exists in the vehicles. NHTSA

did not intend that there would be no

side rail targets in these vehicles, and is

amending the procedures for locating

target SR2 for these vehicles.

One manufacturer asked whether grab

handles located on the upper interior in

locations other than the side rail are

targets. Section S8.7 (S10.7) states that

if there is no seat belt anchorage on the

side rail, but there is a grab handle,

target SR3 is located on the grab handle.

Since there are not similar

specifications for other interior

components, grab handles in other

locations are not targets unless the

procedures locate them there.

7. Upper Roof Targets

The procedures for defining planes C

and D for the upper roof specify that the

planes are tangent to outermost points

on the ‘‘interior roof (including trim)’’ at

a distance of 12 inches rearward of the

APR. Manufacturers asked for

clarification of how those points on the

interior roof are to be determined. Those

points are determined by closing the

doors and marking where the door parts

(with or without weather stripping)

intersect the roof parts (with or without

weather stripping), at a horizontal

distance of 12 inches behind the APR.

Manufacturers also asked whether, in

establishing transverse vertical planes A

and plane B, the rear view mirror and

the center high mounted stop light

(CHMSL), respectively, are considered

part of the trim. The rearview mirror

and the center high mounted stop light

(CHMSL) are not considered trim. An

example of trim would be weather

stripping. The rearview mirror and

CHMSL are considered ‘‘attachments.’’

8. Sliding Door Track Targets

Manufacturers noted that target SD is

not necessarily located on the sliding

door track at the door opening edge, and

asked whether this is the intent of the

test procedure. The answer is yes.

Manufacturers also noted that

horizontal and vertical approach angles

were not specified for target SD in the

final rule, and asked whether the side

rail angles apply. This was the intent of

the final rule. Horizontal and vertical

approach angles for the sliding door

track will be added to Table 1.

9. Roll-Bar Targets

Manufacturers asked whether there is

a target on a deployable roll-bar. Since

the definition of ‘‘roll-bar’’ does not

include deployable roll-bars, there are

no targets on a deployable roll bar.

VI. Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures

NHTSA has considered the impact of

this rulemaking action under E.O. 12866

and the Department of Transportation’s

regulatory policies and procedures. This

rulemaking document was reviewed

under E.O. 12866, ‘‘Regulatory Planning

and Review.’’ This action has been

determined to be ‘‘significant’’ under

the Department of Transportation’s

regulatory policies and procedures. The

changes implemented in this final rule

do not appear to add further significant

economic impact over the existing

requirements. The only apparent

economic impact appears to be relief of

$7 million dollars for small school bus

manufacturers, as discussed earlier in

this notice.

B. Regulatory Flexibility Act

NHTSA has also considered the

impacts of this final rule under the

Regulatory Flexibility Act. I hereby

certify that this rule will not have a

significant economic impact on a

substantial number of small entities and

for those small entities likely to be

affected, specific relief has been

accorded in the notice. The changes

made in this final rule do not

substantially alter the final rule

published on August 18, 1995.

C. Paperwork Reduction Act

In accordance with the Paperwork

Reduction Act of 1980 (Pub. L. 96–511),

the agency notes that there are no

requirements for information collection

associated with this final rule.

D. National Environmental Policy Act

NHTSA has also analyzed this final

rule under the National Environmental

Policy Act and determined that it will

not have a significant impact on the

human environment.

E. Executive Order 12612 (Federalism)

NHTSA has analyzed this rule in

accordance with the principles and

criteria contained in E.O. 12612, and

has determined that this rule will not

have sufficient federalism implications
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16725

to warrant the preparation of a

Federalism Assessment.

F. Civil Justice Reform

This final rule does not have any

retroactive effect. Under 49 U.S.C.

30103, whenever a Federal motor

vehicle safety standard is in effect, a

State may not adopt or maintain a safety

standard applicable to the same aspect

of performance which is not identical to

the Federal standard, except to the

extent that the State requirement

imposes a higher level of performance

and applies only to vehicles procured

for the State’s use. 49 U.S.C. 30161 sets

forth a procedure for judicial review of

final rules establishing, amending or

revoking Federal motor vehicle safety

standards. That section does not require

submission of a petition for

reconsideration or other administrative

proceedings before parties may file suit

in court.

In consideration of the foregoing, 49

CFR Ch. V is amended as follows:

List of Subjects in 49 CFR Parts 571 and

589

Imports, Motor vehicle safety, Motor

vehicles.

PART 571—FEDERAL MOTOR

VEHICLE SAFETY STANDARDS

1. The authority citation for part 571

of title 49 continues to read as follows:

Authority: 49 U.S.C. 322, 30111, 30115,

30117, and 30166; delegation of authority at

49 CFR 1.50.

2. Section 571.201 is revised to read

as follows:

§ 571.201 Standard No. 201; Occupant

protection in interior impact.

S1. Purpose and scope. This standard

specifies requirements to afford impact

protection for occupants.

S2. Application. This standard

applies to passenger cars and to

multipurpose passenger vehicles,

trucks, and buses with a GVWR of 4,536

kilograms or less, except that the

requirements of S6 do not apply to

buses with a GVWR of 3,860 kilograms

or less.

S3. Definitions.

A-pillar means any pillar that is

entirely forward of a transverse vertical

plane passing through the seating

reference point of the driver’s seat.

Ambulance means a motor vehicle

designed exclusively for the purpose of

emergency medical care, as evidenced

by the presence of a passenger

compartment to accommodate

emergency medical personnel, one or

more patients on litters or cots, and

equipment and supplies for emergency

care at a location or during transport.

B-pillar means the forwardmost pillar

on each side of the vehicle that is, in

whole or part, rearward of a transverse

vertical plane passing through the

seating reference point of the driver’s

seat, unless there is only one pillar

rearward of that plane and it is also a

rearmost pillar.

Brace means a fixed diagonal

structural member in an open body

vehicle that is used to brace the roll-bar

and that connects the roll-bar to the

main body of the vehicle structure.

Convertible means a vehicle whose Apillars are not joined with the B-pillars

(or rearmost pillars) by a fixed, rigid

structural member.

Convertible roof frame means the

frame of a convertible roof.

Convertible roof linkage mechanism

means any anchorage, fastener, or

device necessary to deploy a convertible

roof frame.

Daylight opening means, for openings

on the side of the vehicle, other than a

door opening, the locus of all points

where a horizontal line, perpendicular

to the vehicle longitudinal centerline, is

tangent to the periphery of the opening.

For openings on the front and rear of the

vehicle, other than a door opening,

daylight opening means the locus of all

points where a horizontal line, parallel

to the vehicle longitudinal centerline, is

tangent to the periphery of the opening.

If the horizontal line is tangent to the

periphery at more than one point at any

location, the most inboard point is used

to determine the daylight opening.

Door opening means, for door

openings on the side of the vehicle, the

locus of all points where a horizontal

line, perpendicular to the vehicle

longitudinal centerline, is tangent to the

periphery of the side door opening. For

door openings on the back end of the

vehicle, door opening means the locus

of all points where a horizontal line,

parallel to the vehicle longitudinal

centerline, is tangent to the periphery of

the back door opening. If the horizontal

line is tangent to the periphery at more

than one point at any location, the most

inboard point is the door opening.

Forehead impact zone means the part

of the free motion headform surface area

that is determined in accordance with

the procedure set forth in S8.10.

Free motion headform means a test

device which conforms to the

specifications of part 572, subpart L of

this chapter.

Mid-sagittal plane of a dummy means

a longitudinal vertical plane passing

through the seating reference point of a

designated seating position.

Motor Home means a motor vehicle

with motive power that is designed to

provide temporary residential

accommodations, as evidenced by the

presence of at least four of the following

facilities: Cooking; refrigeration or ice

box; self-contained toilet; heating and/or

air conditioning; a potable water supply

system including a faucet and a sink;

and a separate 110–125 volt electrical

power supply and/or an LP gas supply.

Other pillar means any pillar which is

not an A-pillar, a B-pillar, or a rearmost

pillar.

Pillar means any structure, excluding

glazing and the vertical portion of door

window frames, but including

accompanying moldings, attached

components such as safety belt

anchorages and coat hooks, which:

(1) Supports either a roof or any other

structure (such as a roll-bar) that is

above the driver’s head, or

(2) Is located along the side edge of a

window.

Roll-bar means a fixed overhead

structural member, including its vertical

support structure, that extends from the

left to the right side of the passenger

compartment of any open body vehicles

and convertibles. It does not include a

header.

Seat belt anchorage means any

component involved in transferring seat

belt loads to the vehicle structure,

including, but not limited to, the

attachment hardware, but excluding

webbing or straps, seat frames, seat

pedestals, and the vehicle structure

itself, whose failure causes separation of

the belt from the vehicle structure.

Sliding door track means a track

structure along the upper edge of a side

door opening that secures the door in

the closed position and guides the door

when moving to and from the open

position.

Stiffener means a fixed overhead

structural member that connects one

roll-bar to another roll-bar or to a header

of any open body vehicle or convertible.

Upper roof means the area of the

vehicle interior that is determined in

accordance with the procedure set forth

in S8.15.

Windshield trim means molding of

any material between the windshield

glazing and the exterior roof surface,

including material that covers a part of

either the windshield glazing or exterior

roof surface..

S4 Requirements

S4.1 Except as provided in S4.2,

each vehicle shall comply with either:

(a) The requirements specified in S5,

or,

(b) The requirements specified in S5

and S6.

S4.2 Vehicles manufactured on or

after September 1, 1998 shall comply

with the requirements of S5 and S6.

S5 Requirements for instrument

panels, seat backs, interior
16726 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

compartment doors, sun visors, and

armrests. Each vehicle shall comply

with the requirements specified in S5.1

through S5.5.2.

S5.1 Instrument panels. Except as

provided in S5.1.1, when that area of

the instrument panel that is within the

head impact area is impacted in

accordance with S5.1.2 by a 6.8

kilogram, 165 mm diameter head form

at—

(a) A relative velocity of 24 kilometers

per hour for all vehicles except those

specified in paragraph (b) of this

section,

(b) A relative velocity of 19 kilometers

per hour for vehicles that meet the

occupant crash protection requirements

of S5.1 of 49 CFR 571.208 by means of

inflatable restraint systems and meet the

requirements of S4.1.2.1(c)(2) of 49 CFR

571.208 by means of a Type 2 seat belt

assembly at the right front designated

seating position, the deceleration of the

head form shall not exceed 80g

continuously for more than 3

milliseconds.

S5.1.1 The requirements of S5.1 do

not apply to:

(a) Console assemblies;

(b) Areas less than 125 mm inboard

from the juncture of the instrument

panel attachment to the body side inner

structure;

(c) Areas closer to the windshield

juncture than those statically

contactable by the head form with the

windshield in place;

(d) Areas outboard of any point of

tangency on the instrument panel of a

165 mm diameter head form tangent to

and inboard of a vertical longitudinal

plane tangent to the inboard edge of the

steering wheel; or

(e) Areas below any point at which a

vertical line is tangent to the rearmost

surface of the panel.

S5.1.2 Demonstration procedures.

Tests shall be performed as described in

Society of Automotive Engineers

Recommended Practice J921,

‘‘Instrument Panel Laboratory Impact

Test Procedure,’’ June 1965, using the

specified instrumentation or

instrumentation that meets the

performance requirements specified in

Society of Automotive Engineers

Recommended Practice J977,

‘‘Instrumentation for Laboratory Impact

Tests,’’ November 1966, except that:

(a) The origin of the line tangent to

the instrument panel surface shall be a

point on a transverse horizontal line

through a point 125 mm horizontally

forward of the seating reference point of

the front outboard passenger designated

seating position, displaced vertically an

amount equal to the rise which results

from a 125 mm forward adjustment of

the seat or 19 mm; and

(b) Direction of impact shall be either:

(1) In a vertical plane parallel to the

vehicle longitudinal axis; or

(2) In a plane normal to the surface at

the point of contact.

S5.2 Seat Backs. Except as provided

in S5.2.1, when that area of the seat

back that is within the head impact area

is impacted in accordance with S5.2.2

by a 6.8 kilogram, 165 mm diameter

head form at a relative velocity of 24

kilometers per hour, the deceleration of

the head form shall not exceed 80g

continuously for more than 3

milliseconds.

S5.2.1 The requirements of S5.2 do

not apply to seats installed in school

buses which comply with the

requirements of Standard No. 222,

School Bus Passenger Seating and

Occupant Protection (49 CFR 571.222)

or to rearmost side-facing, back-to-back,

folding auxiliary jump, and temporary

seats.

S5.2.2 Demonstration procedures.

Tests shall be performed as described in

Society of Automotive Engineers

Recommended Practice J921,

‘‘Instrument Panel Laboratory Impact

Test Procedure,’’ June 1965, using the

specified instrumentation or

instrumentation that meets the

performance requirements specified in

Society of Automotive Engineers

Recommended Practice J977,

‘‘Instrumentation for Laboratory Impact

Tests,’’ November 1966, except that:

(a) The origin of the line tangent to

the uppermost seat back frame

component shall be a point on a

transverse horizontal line through the

seating reference point of the right rear

designated seating position, with

adjustable forward seats in their

rearmost design driving position and

reclinable forward seat backs in their

nominal design driving position;

(b) Direction of impact shall be either:

(1) In a vertical plane parallel to the

vehicle longitudinal axis; or

(2) In a plane normal to the surface at

the point of contact.

(c) For seats without head restraints

installed, tests shall be performed for

each individual split or bucket seat back

at points within 100 mm left and right

of its centerline, and for each bench seat

back between points 100 mm outboard

of the centerline of each outboard

designated seating position;

(d) For seats having head restraints

installed, each test shall be conducted

with the head restraints in place at its

lowest adjusted position, at a point on

the head restraint centerline; and

(e) For a seat that is installed in more

than one body style, tests conducted at

the fore and aft extremes identified by

application of subparagraph (a) shall be

deemed to have demonstrated all

intermediate conditions.

S5.3 Interior compartment doors.

Each interior compartment door

assembly located in an instrument

panel, console assembly, seat back, or

side panel adjacent to a designated

seating position shall remain closed

when tested in accordance with either

S5.3.1(a) and S5.3.1(b) or S5.3.1(a) and

S5.3.1(c). Additionally, any interior

compartment door located in an

instrument panel or seat back shall

remain closed when the instrument

panel or seat back is tested in

accordance with S5.1 and S5.2. All

interior compartment door assemblies

with a locking device must be tested

with the locking device in an unlocked

position.

S5.3.1 Demonstration procedures.

(a) Subject the interior compartment

door latch system to an inertia load of

10g in a horizontal transverse direction

and an inertia load of 10g in a vertical

direction in accordance with the

procedure described in section 5 of SAE

Recommended Practice J839b,

‘‘Passenger Car Side Door Latch

Systems,’’ May 1965, or an approved

equivalent.

(b) Impact the vehicle perpendicularly

into a fixed collision barrier at a forward

longitudinal velocity of 48 kilometers

per hour.

(c) Subject the interior compartment

door latch system to a horizontal inertia

load of 30g in a longitudinal direction

in accordance with the procedure

described in section 5 of SAE

Recommended Practice J839b,

‘‘Passenger Car Side Door Latch

Systems,’’ May 1965, or an approved

equivalent.

S5.4 Sun visors.

S5.4.1 A sun visor that is

constructed of or covered with energyabsorbing material shall be provided for

each front outboard designated seating

position.

S5.4.2 Each sun visor mounting

shall present no rigid material edge

radius of less than 3.2 mm that is

statically contactable by a spherical 165

mm diameter head form.

S5.5 Armrests.

S5.5.1 General. Each installed

armrest shall conform to at least one of

the following:

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

collapse laterally at least 50 mm without

permitting contact with any underlying

rigid material.

(b) It shall be constructed with

energy-absorbing material that deflects

or collapses to within 32 mm of a rigid
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16727

test panel surface without permitting

contact with any rigid material. Any

rigid material between 13 and 32 mm

from the panel surface shall have a

minimum vertical height of not less

than 25 mm.

(c) Along not less than 50 continuous

mm of its length, the armrest shall,

when measured vertically in side

elevation, provide at least 50 mm of

coverage within the pelvic impact area.

S5.5.2 Folding armrests. Each

armrest that folds into the seat back or

between two seat backs shall either:

(a) Meet the requirements of S5.5.1; or

(b) Be constructed of or covered with

energy-absorbing material.

S6 Requirements for upper interior

components.

S6.1 Vehicles manufactured on or

after September 1, 1998 and before

September 1, 2002. Except as provided

in S6.3, for vehicles manufactured on or

after September 1, 1998 and before

September 1, 2002, a percentage of the

manufacturer’s production, as specified

in S6.1.1, S6.1.2, S6.1.3, or S6.1.4, shall,

when tested under the conditions of S8,

comply with the requirements specified

in S7 at the target locations specified in

S10 when impacted by the free motion

headform specified in S8.9 at any speed

up to and including 24 kilometers per

hour. The requirements do not apply to

any target that cannot be located using

the procedures of S10. The phase-in

schedule the manufacturer chooses to

use during this period shall be reported

to the National Highway Traffic Safety

Administration pursuant to 49 CFR

589.6.

S6.1.1 Phase-in Schedule #1

S6.1.1.1 Vehicles manufactured on

or after September 1, 1998 and before

September 1, 1999. Subject to S6.1.5(a),

for vehicles manufactured by a

manufacturer on or after September 1,

1998 and before September 1, 1999, the

amount of vehicles complying with S7

shall be not less than 10 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1996 and before

September 1, 1999, or

(b) The manufacturer’s production on

or after September 1, 1998 and before

September 1, 1999.

S6.1.1.2 Vehicles manufactured on

or after September 1, 1999 and before

September 1, 2000. Subject to S6.1.5(b),

for vehicles manufactured by a

manufacturer on or after September 1,

1999 and before September 1, 2000, the

amount of vehicles complying with S7

shall be not less than 25 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1997 and before

September 1, 2000, or

(b) The manufacturer’s production on

or after September 1, 1999 and before

September 1, 2000.

S6.1.1.3 Vehicles manufactured on

or after September 1, 2000 and before

September 1, 2001. Subject to S6.1.5(c),

for vehicles manufactured by a

manufacturer on or after September 1,

2000 and before September 1, 2001, the

amount of vehicles complying with S7

shall be not less than 40 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1998 and before

September 1, 2001, or

(b) The manufacturer’s production on

or after September 1, 2000 and before

September 1, 2001.

S6.1.1.4 Vehicles manufactured on

or after September 1, 2001 and before

September 1, 2002. Subject to S6.1.5(d),

for vehicles manufactured by a

manufacturer on or after September 1,

2001 and before September 1, 2002, the

amount of vehicles complying with S7

shall be not less than 70 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1999 and before

September 1, 2002, or

(b) The manufacturer’s production on

or after September 1, 2001 and before

September 1, 2002.

S6.1.2 Phase-in Schedule #2

S6.1.2.1 Vehicles manufactured on

or after September 1, 1998 and before

September 1, 1999. Subject to S6.1.5(a),

for vehicles manufactured by a

manufacturer on or after September 1,

1998 and before September 1, 1999, the

amount of vehicles complying with S7

shall be not less than seven percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1996 and before

September 1, 1999, or

(b) The manufacturer’s production on

or after September 1, 1998 and before

September 1, 1999.

S6.1.2.2 Vehicles manufactured on

or after September 1, 1999 and before

September 1, 2000. Subject to S6.1.5(b),

for vehicles manufactured by a

manufacturer on or after September 1,

1999 and before September 1, 2000, the

amount of vehicles complying with S7

shall be not less than 31 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1997 and before

September 1, 2000, or

(b) The manufacturer’s production on

or after September 1, 1999 and before

September 1, 2000.

S6.1.2.3 Vehicles manufactured on

or after September 1, 2000 and before

September 1, 2001. Subject to S6.1.5(c),

for vehicles manufactured by a

manufacturer on or after September 1,

2000 and before September 1, 2001, the

amount of vehicles complying with S7

shall be not less than 40 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1998 and before

September 1, 2001, or

(b) The manufacturer’s production on

or after September 1, 2000 and before

September 1, 2001.

S6.1.2.4 Vehicles manufactured on

or after September 1, 2001 and before

September 1, 2002. Subject to S6.1.5(d),

for vehicles manufactured by a

manufacturer on or after September 1,

2001 and before September 1, 2002, the

amount of vehicles complying with S7

shall be not less than 70 percent of:

(a) The manufacturer’s average annual

production of vehicles manufactured on

or after September 1, 1999 and before

September 1, 2002, or

(b) The manufacturer’s production on

or after September 1, 2001 and before

September 1, 2002.

S6.1.3 Phase-in Schedule #3

S6.1.3.1 Vehicles manufactured on

or after September 1, 1998 and before

September 1, 1999 are not required to

comply with the requirements specified

in S7.

S6.1.3.2 Vehicles manufactured on

or after September 1, 1999 shall comply

with the requirements specified in S7.

S6.1.4 Phase-in Schedule #4 A final

stage manufacturer or alterer may, at its

option, comply with the requirements

set forth in S6.1.4.1 and S6.1.4.2.

S6.1.4.1 Vehicles manufactured on

or after September 1, 1998 and before

September 1, 2002 are not required to

comply with the requirements specified

in S7.

S6.1.4.2 Vehicles manufactured on

or after September 1, 2002 shall comply

with the requirements specified in S7.

S6.1.5 Calculation of complying

vehicles.

(a) For the purposes of complying

with S6.1.1.1 or S6.1.2.1, a

manufacturer may count a vehicle if it

is manufactured on or after May 8, 1997,

but before September 1, 1999.

(b) For the purposes of complying

with S6.1.1.2 or S6.1.2.2, a

manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8,

1997, but before September 1, 2000, and

(2) Is not counted toward compliance

with S6.1.1.1 or S6.1.2.1, as appropriate.

(c) For the purposes of complying

with S6.1.1.3 or S6.1.2.3, a

manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8,

1997, but before September 1, 2001, and

(2) Is not counted toward compliance

with S6.1.1.1, S6.1.1.2, S6.1.2.1, or

S6.1.2.2, as appropriate.
16728 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

(d) For the purposes of complying

with S6.1.1.4 or S6.1.2.4, a

manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8,

1997, but before September 1, 2002, and

(2) Is not counted toward compliance

with S6.1.1.1, S6.1.1.2, S6.1.1.3,

S6.1.2.1, S6.1.2.2, or S6.1.2.3, as

appropriate.

S6.1.6 Vehicles produced by more

than one manufacturer.

S6.1.6.1 For the purpose of

calculating average annual production

of vehicles for each manufacturer and

the number of vehicles manufactured by

each manufacturer under S6.1.1 through

S6.1.4, a vehicle produced by more than

one manufacturer shall be attributed to

a single manufacturer as follows, subject

to S6.1.6.2.

(a) A vehicle which is imported shall

be attributed to the importer.

(b) A vehicle manufactured in the

United States by more than one

manufacturer, one of which also

markets the vehicle, shall be attributed

to the manufacturer which markets the

vehicle.

S6.1.6.2 A vehicle produced by

more than one manufacturer shall be

attributed to any one of the vehicle’s

manufacturers specified by an express

written contract, reported to the

National Highway Traffic Safety

Administration under 49 CFR part 589,

between the manufacturer so specified

and the manufacturer to which the

vehicle would otherwise be attributed

under S6.1.6.1.

S6.2 Vehicles manufactured on or

after September 1, 2002. Except as

provided in S6.3, vehicles manufactured

on or after September 1, 2002 shall,

when tested under the conditions of S8,

comply with the requirements specified

in S7 at the target locations specified in

S10 when impacted by the free motion

headform specified in S8.9 at any speed

up to and including 24 kilometers per

hour. The requirements do not apply to

any target that cannot be located using

the procedures of S10.

S6.3 A vehicle need not meet the

requirements of S6.1 through S6.2 for:

(a) Any target located on a convertible

roof frame or a convertible roof linkage

mechanism.

(b) Any target located rearward of a

vertical plane 600 mm behind the

seating reference point of the rearmost

designated seating position.

(c) Any target located rearward of a

vertical plane 600 mm behind the

seating reference point of the driver’s

seating position in an ambulance or a

motor home.

(d) Any target in a walk-in van-type

vehicles.

S7 Performance Criterion. The

HIC(d) shall not exceed 1000 when

calculated in accordance with the

following formula:

(a) HIC(d) = 0.75446 (free motion

headform HIC) + 166.4.

(b) The free motion headform HIC is

calculated in accordance with the

following formula:

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

g (the acceleration of gravity), and t1

and t2 are any two points in time during

the impact which are separated by not

more than a 36 millisecond time

interval.

S8 Target location and test

conditions. The vehicle shall be tested

and the targets specified in S10 located

under the following conditions.

S8.1 Vehicle test attitude.

(a) The vehicle is supported off its

suspension at an attitude determined in

accordance with S8.1(b).

(b) Directly above each wheel

opening, determine the vertical distance

between a level surface and a standard

reference point on the test vehicle’s

body under the conditions of S8.1(b)(1)

through S8.1(b)(3).

(1) The vehicle is loaded to its

unloaded vehicle weight, plus its rated

cargo and luggage capacity or 136 kg,

whichever is less, secured in the luggage

area. The load placed in the cargo area

is centered over the longitudinal

centerline of the vehicle.

(2) The vehicle is filled to 100 percent

of all fluid capacities.

(3) All tires are inflated to the

manufacturer’s specifications listed on

the vehicle’s tire placard.

S8.2 Windows and Sunroofs.

(a) Movable vehicle windows are

placed in the fully open position.

(b) For testing, any window on the

opposite side of the longitudinal

centerline of the vehicle from the target

to be impacted may be removed.

(c) For testing, movable sunroofs are

placed in the fully open position.

S8.3 Convertible tops. The top, if

any, of convertibles and open-body type

vehicles is in the closed passenger

compartment configuration.

S8.4 Doors.

(a) Except as provided in S8.4(b) or

S8.4(c), doors, including any rear

hatchback or tailgate, are fully closed

and latched but not locked.

(b) During testing, any side door on

the opposite side of the longitudinal

centerline of the vehicle from the target

to be impacted may be open or removed.

(c) During testing, any rear hatchback

or tailgate may be open or removed for

testing any target except targets on the

rear header, rearmost pillars, or the

rearmost other side rail on either side of

the vehicle.

S8.5 Sun visors. Each sun visor shall

be placed in any position where one

side of the visor is in contact with the

vehicle interior surface (windshield,

side rail, front header, roof, etc.).

S8.6 Steering wheel and seats.

(a) During targeting, the steering

wheel and seats may be placed in any

position intended for use while the

vehicle is in motion.

(b) During testing, the steering wheel

and seats may be removed from the

vehicle.

S8.7 Seat belt anchorages. If a target

is on a seat belt anchorage, and if the

seat belt anchorage is adjustable, tests

are conducted with the anchorage

adjusted to a point midway between the

two extreme adjustment positions. If the

anchorage has distinct adjustment

positions, none of which is midway

between the two extreme positions, tests

are conducted with the anchorage

adjusted to the nearest position above

the midpoint of the two extreme

positions.

S8.8 Temperature and humidity.

(a) The ambient temperature is

between 19 degrees C. and 26 degrees

C., at any relative humidity between 10

percent and 70 percent.

(b) Tests are not conducted unless the

headform specified in S8.9 is exposed to

the conditions specified in S8.8(a) for a

period not less than four hours.

S8.9 Headform. The headform used

for testing conforms to the specifications

of part 572, subpart L of this chapter.

S8.10 Forehead impact zone. The

forehead impact zone of the headform is

determined according to the procedure

specified in (a) through (f).

(a) Position the headform so that the

baseplate of the skull is horizontal. The

midsagittal plane of the headform is

designated as Plane S.

(b) From the center of the threaded

hole on top of the headform, draw a 69

mm line forward toward the forehead,

coincident with Plane S, along the

contour of the outer skin of the

headform. The front end of the line is

designated as Point P. From Point P,

draw a 100 mm line forward toward the

forehead, coincident with Plane S, along

the contour of the outer skin of the

headform. The front end of the line is

designated as Point O.

(c) Draw a 125 mm line which is

coincident with a horizontal plane along

the contour of the outer skin of the

forehead from left to right through Point

O so that the line is bisected at Point O.
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16729

The end of the line on the left side of

the headform is designated as Point a

and the end on the right as Point b.

(d) Draw another 125 mm line which

is coincident with a vertical plane along

the contour of the outer skin of the

forehead through Point P so that the line

is bisected at Point P. The end of the

line on the left side of the headform is

designated as Point c and the end on the

right as Point d.

(e) Draw a line from Point a to Point

c along the contour of the outer skin of

the headform using a flexible steel tape.

Using the same method, draw a line

from Point b to Point d.

(f) The forehead impact zone is the

surface area on the FMH forehead

bounded by lines a-O-b and c-P-d, and

a-c and b-d.

S8.11 Target circle. The area of the

vehicle to be impacted by the headform

is marked with a solid circle 12.7 mm

in diameter, centered on the targets

specified in S10, using any transferable

opaque coloring medium.

S8.12 Location of head center of

gravity.

(a) Location of head center of gravity

for front outboard designated seating

positions (CG–F). For determination of

head center of gravity, all directions are

in reference to the seat orientation.

(1) Location of rearmost CG–F (CG–

F2). For front outboard designated

seating positions, the head center of

gravity with the seat in its rearmost

adjustment position (CG–F2) is located

160 mm rearward and 660 mm upward

from the seating reference point.

(2) Location of forwardmost CG–F

(CG–F1). For front outboard designated

seating positions, the head center of

gravity with the seat in its forwardmost

adjustment position (CG–F1) is located

horizontally forward of CG–F2 by the

distance equal to the fore-aft distance of

the seat track.

(b) Location of head center of gravity

for rear outboard designated seating

positions (CG–R). For rear outboard

designated seating positions, the head

center of gravity (CG–R) is located 160

mm rearward, relative to the seat

orientation, and 660 mm upward from

the seating reference point.

S8.13 Impact configuration.

S8.13.1 The headform is launched

from any location inside the vehicle

which meets the conditions of S8.13.4.

At the time of launch, the midsagittal

plane of the headform is vertical and the

headform is upright.

S8.13.2 The headform travels freely

through the air, along a velocity vector

that is perpendicular to the headform’s

skull cap plate, not less than 25 mm

before making any contact with the

vehicle.

S8.13.3 At the time of initial contact

between the headform and the vehicle

interior surface, some portion of the

forehead impact zone of the headform

contacts some portion of the target

circle.

S8.13.4 Approach Angles. The

headform launching angle is as

specified in Table 1. For components for

which Table 1 specifies a range of

angles, the headform launching angle is

within the limits determined using the

procedures specified in S8.13.4.1 and

S8.13.4.2, and within the range

specified in Table I, using the

orthogonal reference system specified in

S9.

TABLE 1.—APPROACH ANGLE LIMITS

[In degrees]

Target component Horizontal

angle

Vertical

angle

Front Header ............. 180 0–50

Rear Header ............. 0 or 360 0–50

Left Side Rail ............ 270 0–50

Right Side Rail .......... 90 0–50

Left Sliding Door

Track.

270 0–50

Right Sliding Door

Track.

90 0–50

Left A-Pillar ............... 195–255 ¥5–50

Right A-Pillar ............. 105–165 ¥5–50

Left B-Pillar ............... 195–345 ¥10–50

Right B-Pillar ............. 15–165 ¥10–50

Other Left Pillars ....... 270 ¥10–50

Other Right Pillars ..... 90 ¥10–50

Left Rearmost Pillar .. 270–345 ¥10–50

Right Rearmost Pillar 15–90 ¥10–50

Upper Roof ................ Any 0–50

Overhead Rollbar ...... 0 or 180 0–50

Brace or Stiffener ...... 90 or 270 0–50

Seat Belt Anchorages Any 0–50

S8.13.4.1 Horizontal Approach

Angles for Headform Impacts.

(a) Left A-Pillar Horizontal Approach

Angles.

(1) Locate a line formed by the

shortest horizontal distance between

CG–F1 for the left seat and the right Apillar. The maximum horizontal

approach angle for the left A-pillar

equals 360 degrees minus the angle

formed by that line and the X-axis of the

vehicle, measured counterclockwise.

(2) Locate a line formed by the

shortest horizontal distance between

CG–F2 for the left seat and the left Apillar. The minimum horizontal

approach angle for the left A-pillar

impact equals the angle formed by that

line and the X-axis of the vehicle,

measured counterclockwise.

(b) Right A-Pillar Horizontal

Approach Angles.

(1) Locate a line formed by the

shortest horizontal distance between

CG–F1 for the right seat and the left Apillar. The minimum horizontal

approach angle for the right A-pillar

equals 360 degrees minus the angle

formed by that line and the X-axis of the

vehicle, measured counterclockwise.

(2) Locate a line formed by the

shortest horizontal distance between

CG–F2 for the right seat and the right Apillar. The maximum horizontal

approach angle for the right A-pillar

impact equals the angle formed by that

line and the X-axis of the vehicle

measured counterclockwise.

(c) Left B-Pillar Horizontal Approach

Angles.

(1) Locate a line formed by the

shortest horizontal distance between

CG–F2 for the left seat and the left Bpillar. The maximum horizontal

approach angle for the left B-pillar

equals the angle formed by that line and

the X-axis of the vehicle measured

counterclockwise, or 270 degrees,

whichever is greater.

(2) Locate a line formed by the

shortest horizontal distance between

CG–R for the left seat and the left Bpillar. The minimum horizontal

approach angle for the left B-pillar

equals the angle formed by that line and

the X-axis of the vehicle measured

counterclockwise.

(d) Right B-Pillar Horizontal

Approach Angles.

(1) Locate a line formed by the

shortest horizontal distance between

CG–F2 for the right seat and the right Bpillar. The minimum horizontal

approach angle for the right B-pillar

equals the angle formed by that line and

the X-axis of the vehicle measured

counterclockwise, or 90 degrees,

whichever is less.

(2) Locate a line formed by the

shortest horizontal distance between

CG–R for the right seat and the right Bpillar. The maximum horizontal

approach angle for the right B-pillar

equals the angle between that line and

the X-axis of the vehicle measured

counterclockwise.

S8.13.4.2 Vertical Approach Angles

(a) Position the forehead impact zone

in contact with the selected target at the

prescribed horizontal approach angle. If

a range of horizontal approach angles is

prescribed, position the forehead impact

zone in contact with the selected target

at any horizontal approach angle within

the range which may be used for testing.

(b) Keeping the forehead impact zone

in contact with the target, rotate the

FMH upward until the lip, chin or other

part of the FMH contacts the component

or other portion of the vehicle interior.

(1) Except as provided in

S8.13.4.2(b)(2), keeping the forehead

impact zone in contact with the target,

rotate the FMH downward by 5 degrees
16730 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

for each target to determine the

maximum vertical angle.

(2) For all pillars except A-Pillars,

keeping the forehead impact zone in

contact with the target, rotate the FMH

downward by 10 degrees for each target

to determine the maximum vertical

angle.

S8.14 Multiple impacts.

(a) A vehicle being tested may be

impacted multiple times, subject to the

limitations in S8.14 (b) and (c).

(b) As measured as provided in

S8.14(d), impacts within 300 mm of

each other may not occur less than 30

minutes apart.

(c) As measured as provided in

S8.14(d), no impact may occur within

150 mm of any other impact.

(d) For S8.14(b) and S8.14(c), the

distance between impacts is the

distance between the centers of the

target circle specified in S8.11 for each

impact, measured along the vehicle

interior.

S8.15 Upper Roof. The upper roof of

a vehicle is determined according to the

procedure specified in S8.15 (a) through

(h).

(a) Locate the transverse vertical plane

A at the forwardmost point where it

contacts the interior roof (including

trim) at the vehicle centerline.

(b) Locate the transverse vertical

plane B at the rearmost point where it

contacts the interior roof (including

trim) at the vehicle centerline.

(c) Measure the horizontal distance

(D1) between Plane A and Plane B.

(d) Locate the vertical longitudinal

plane C at the leftmost point at which

a vertical transverse plane, located 300

mm rearward of the A-pillar reference

point described in S10.1(a), contacts the

interior roof (including trim).

(e) Locate the vertical longitudinal

plane D at the rightmost point at which

a vertical transverse plane, located 300

mm rearward of the A-pillar reference

point described in S10.1(a), contacts the

interior roof (including trim).

(f) Measure the horizontal distance

(D2) between Plane C and Plane D.

(g) Locate a point (Point M) on the

interior roof surface, midway between

Plane A and Plane B along the vehicle

longitudinal centerline.

(h) The upper roof zone is the area of

the vehicle upper interior surface

bounded by the four planes described in

S8.15(h)(1) and S8.15(h)(2):

(1) A transverse vertical plane E

located at a distance of (.35 D1) forward

of Point M and a transverse vertical

plane F located at a distance of (.35 D1)

rearward of Point M, measured

horizontally.

(2) A longitudinal vertical plane G

located at a distance of (.35 D2) to the

left of Point M and a longitudinal

vertical plane H located at a distance of

(.35 D2) to the right of Point M,

measured horizontally.

S9. Orthogonal Reference System. The

approach angles specified in S8.13.4 are

determined using the reference system

specified in S9.1 through S9.4.

S9.1 An orthogonal reference system

consisting of a longitudinal X axis and

a transverse Y axis in the same

horizontal plane and a vertical Z axis

through the intersection of X and Y is

used to define the horizontal direction

of approach of the headform. The X–Z

plane is the vertical longitudinal zero

plane and is parallel to the longitudinal

centerline of the vehicle. The X–Y plane

is the horizontal zero plane parallel to

the ground. The Y–Z plane is the

vertical transverse zero plane that is

perpendicular to the X–Y and X–Z

planes. The X coordinate is negative

forward of the Y–Z plane and positive

to the rear. The Y coordinate is negative

to the left of the X–Z plane and positive

to the right. The Z coordinate is negative

below the X–Y plane and positive above

it. (See Figure 1.)

S9.2 The origin of the reference

system is the center of gravity of the

headform at the time immediately prior

to launch for each test.

S9.3 The horizontal approach angle

is the angle between the X axis and the

headform impact velocity vector

projected onto the horizontal zero plane,

measured in the horizontal zero plane in

the counter-clockwise direction. A 0

degree horizontal vector and a 360

degree horizontal vector point in the

positive X direction; a 90 degree

horizontal vector points in the positive

Y direction; a 180 degree horizontal

vector points in the negative X

direction; and a 270 horizontal degree

vector points in the negative Y

direction. (See Figure 2.)

S9.4 The vertical approach angle is

the angle between the horizontal plane

and the velocity vector, measured in the

midsagittal plane of the headform. A 0

degree vertical vector in Table I

coincides with the horizontal plane and

a vertical vector of greater than 0

degrees in Table I makes a upward angle

of the same number of degrees with that

plane.

S10 Target Locations.

(a) The target locations specified in

S10.1 through S10.13 are located on

both sides of the vehicle and, except as

specified in S10(b), are determined

using the procedures specified in those

paragraphs.

(b) Except as specified in S10(c), if

there is no combination of horizontal

and vertical angles specified in S8.13.4

at which the forehead impact zone of

free motion headform can contact one of

the targets located using the procedures

in S10.1 through S10.13, the center of

that target is moved to any location

within a sphere with a radius of 25 mm,

centered on the center of the original

target and measured along the vehicle

interior, which the forehead impact

zone can contact at one or more

combination of angles.

(c) If there is no point within the

sphere specified in S10(b) which the

forehead impact zone of the free motion

headform can contact at one or more

combination of horizontal and vertical

angles specified in S8.13.4, the radius of

the sphere is increased by 25 mm

increments until the sphere contains at

least one point that can be contacted at

one or more combination of angles.

S10.1 A-pillar targets

(a) A-pillar reference point and target

AP1. On the vehicle exterior, locate a

transverse vertical plane (Plane 1)

which contacts the rearmost point of the

windshield trim. The intersection of

Plane 1 and the vehicle exterior surface

is Line 1. Measuring along the vehicle

exterior surface, locate a point (Point 1)

on Line 1 that is 125 mm inboard of the

intersection of Line 1 and a vertical

plane tangent to the vehicle at the

outboardmost point on Line 1 with the

vehicle side door open. Measuring along

the vehicle exterior surface in a

longitudinal vertical plane (Plane 2)

passing through Point 1, locate a point

(Point 2) 50 mm rearward of Point 1.

Locate the A-pillar reference point

(Point APR) at the intersection of the

interior roof surface and a line that is

perpendicular to the vehicle exterior

surface at Point 2. Target AP1 is located

at point APR.

(b) Target AP2. Locate the horizontal

plane (Plane 3) which intersects point

APR. Locate the horizontal plane (Plane

4) which is 88 mm below Plane 3.

Target AP2 is the point in Plane 4 and

on the A-pillar which is closest to CG–

F2 for the nearest seating position.

(c) Target AP3. Locate the horizontal

plane (Plane 5) containing the highest

point at the intersection of the

dashboard and the A-pillar. Locate a

horizontal plane (Plane 6) half-way

between Plane 3 and Plane 5. Target

AP3 is the point on Plane 6 and the Apillar which is closest to CG–F1 for the

nearest seating position.

S10.2 B-pillar targets.

(a) B-pillar reference point and target

BP1. Locate the point (Point 3) on the

vehicle interior at the intersection of the

horizontal plane passing through the

highest point of the forwardmost door

opening and the centerline of the width

of the B-pillar, as viewed laterally.

Locate a transverse vertical plane (Plane
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16731

7) which passes through Point 3. Locate

the point (Point 4) at the intersection of

the interior roof surface, Plane 7, and

the plane, described in S8.15(h),

defining the nearest edge of the upper

roof. The B-pillar reference point (Point

BPR) is the point located at the middle

of the line from Point 3 to Point 4 in

Plane 7, measured along the vehicle

interior surface. Target BP1 is located at

Point BPR.

(b) Target BP2. If a seat belt anchorage

is located on the B-pillar, Target BP2 is

located at any point on the anchorage.

(c) Target BP3. Target BP3 is located

in accordance with this paragraph.

Locate a horizontal plane (Plane 8)

which intersects Point BPR. Locate a

horizontal plane (Plane 9) which passes

through the lowest point of the daylight

opening forward of the pillar. Locate a

horizontal plane (Plane 10) half-way

between Plane 8 and Plane 9. Target

BP3 is the point located in Plane 10 and

on the interior surface of the B-pillar,

which is closest to CG–F(2) for the

nearest seating position.

(d) Target BP4. Locate a horizontal

plane (Plane 11) half-way between Plane

9 and Plane 10. Target BP4 is the point

located in Plane 11 and on the interior

surface of the B-pillar which is closest

to CG–R for the nearest seating position.

S10.3 Other pillar targets.

(a) Target OP1.

(1) Except as provided in S10.3(a)(2),

target OP1 is located in accordance with

this paragraph. Locate the point (Point

5), on the vehicle interior, at the

intersection of the horizontal plane

through the highest point of the highest

adjacent door opening or daylight

opening (if no adjacent door opening)

and the centerline of the width of the

other pillar, as viewed laterally. Locate

a transverse vertical plane (Plane 12)

passing through Point 5. Locate the

point (Point 6) at the intersection of the

interior roof surface, Plane 12 and the

plane, described in S8.15(h), defining

the nearest edge of the upper roof. The

other pillar reference point (Point OPR)

is the point located at the middle of the

line between Point 5 and Point 6 in

Plane 12, measured along the vehicle

interior surface. Target OP1 is located at

Point OPR.

(2) If a seat belt anchorage is located

on the pillar, Target OP1 is any point on

the anchorage.

(b) Target OP2. Locate the horizontal

plane (Plane 13) intersecting Point OPR.

Locate a horizontal plane (Plane 14)

passing through the lowest point of the

daylight opening forward of the pillar.

Locate a horizontal plane (Plane 15)

half-way between Plane 13 and Plane

14. Target OP2 is the point located on

the interior surface of the pillar at the

intersection of Plane 15 and the

centerline of the width of the pillar, as

viewed laterally.

S10.4 Rearmost pillar targets

(a) Rearmost pillar reference point

and target RP1. Locate the point (Point

7) at the corner of the upper roof nearest

to the pillar. The distance between Point

M, as described in S8.15(g), and Point

7, as measured along the vehicle interior

surface, is D. Extend the line from Point

M to Point 7 along the vehicle interior

surface in the same vertical plane by

(3*D/7) beyond Point 7 or until the edge

of a daylight opening, whichever comes

first, to locate Point 8. The rearmost

pillar reference point (Point RPR) is at

the midpoint of the line between Point

7 and Point 8, measured along the

vehicle interior. Target RP1 is located at

Point RPR.

(b) Target RP2.

(1) Except as provided in S10.4(b)(2),

target RP2 is located in accordance with

this paragraph. Locate the horizontal

plane (Plane 16) through Point RPR.

Locate the horizontal plane (Plane 17)

150 mm below Plane 16. Target RP2 is

located in Plane 17 and on the pillar at

the location closest to CG–R for the

nearest designated seating position.

(2) If a seat belt anchorage is located

on the pillar, Target RP2 is any point on

the anchorage.

S10.5 Front header targets.

(a) Target FH1. Locate the contour

line (Line 2) on the vehicle interior trim

which passes through the APR and is

parallel to the contour line (Line 3) at

the upper edge of the windshield on the

vehicle interior. Locate the point (Point

9) on Line 2 that is 125 mm inboard of

the APR, measured along that line.

Locate a longitudinal vertical plane

(Plane 18) that passes through Point 9.

Target FH1 is located at the intersection

of Plane 18 and the upper vehicle

interior, halfway between a transverse

vertical plane (Plane 19) through Point

9 and a transverse vertical plane (Plane

20) through the intersection of Plane 18

and Line 3.

(b) Target FH2.

(1) Except as provided in S10.5(b)(2),

target FH2 is located in accordance with

this paragraph. Locate a point (Point 10)

275 mm inboard of Point APR, along

Line 2. Locate a longitudinal vertical

plane (Plane 21) that passes through

Point 10. Target FH2 is located at the

intersection of Plane 21 and the upper

vehicle interior, halfway between a

transverse vertical plane (Plane 22)

through Point 10 and a transverse

vertical plane (Plane 23) through the

intersection of Plane 21 and Line 3.

(2) If a sun roof opening is located

forward of the front edge of the upper

roof and intersects the mid-sagittal

plane of a dummy seated in either front

outboard seating position, target FH2 is

the nearest point that is forward of a

transverse vertical plane (Plane 24)

through CG–F(2) and on the intersection

of the mid-sagittal plane and the interior

sunroof opening.

S10.6 Targets on the side rail

between the A-pillar and the B-pillar or

rearmost pillar in vehicles with only two

pillars on each side of the vehicle.

(a) Target SR1. Locate a transverse

vertical plane (Plane 25) 150 mm

rearward of Point APR. Locate the point

(Point 11) at the intersection of Plane 25

and the upper edge of the forwardmost

door opening. Locate the point (Point

12) at the intersection of the interior

roof surface, Plane 25 and the plane,

described in S8.15(h), defining the

nearest edge of the upper roof. Target

SR1 is located at the middle of the line

between Point 11 and Point 12 in Plane

25, measured along the vehicle interior.

(b) Target SR2. Locate a transverse

vertical plane (Plane 26) 300 mm

rearward of the APR or 300 mm forward

of the BPR (or the RPR in vehicles with

no B-pillar). Locate the point (Point 13)

at the intersection of Plane 26 and the

upper edge of the forwardmost door

opening. Locate the point (Point 14) at

the intersection of the interior roof

surface, Plane 26 and the plane,

described in S8.15(h), defining the

nearest edge of the upper roof. Target

SR2 is located at the middle of the line

between Point 13 and Point 14 in Plane

26, measured along the vehicle interior.

S10.7 Other side rail target (target

SR3).

(a) Except as provided in S10.7(b),

target SR3 is located in accordance with

this paragraph. Locate a transverse

vertical plane (Plane 27) 150 mm

rearward of either Point BPR or Point

OPR. Locate the point (Point 15) as

provided in either S10.7(a)(1) or

S10.7(a)(2), as appropriate. Locate the

point (Point 16) at the intersection of the

interior roof surface, Plane 27 and the

plane, described in S8.15(h), defining

the nearest edge of the upper roof.

Target SR3 is located at the middle of

the line between Point 15 and Point 16

in Plane 27, measured along the vehicle

interior surface.

(1) If Plane 27 intersects a door or

daylight opening, the Point 15 is located

at the intersection of Plane 27 and the

upper edge of the door opening or

daylight opening.

(2) If Plane 27 does not intersect a

door or daylight opening, the Point 15

is located on the vehicle interior at the

intersection of Plane 27 and the

horizontal plane through the highest

point of the door or daylight opening

nearest Plane 27. If the adjacent door(s)
16732 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

or daylight opening(s) are equidistant to

Plane 27, Point 15 is located on the

vehicle interior at the intersection of

Plane 27 and either horizontal plane

through the highest point of each door

or daylight opening.

(b) Except as provided in S10.7(c), if

a grab handle is located on the side rail,

target SR3 is located at any point on the

anchorage of the grab-handle. Folding

grab-handles are in their stowed

position for testing.

(c) If a seat belt anchorage is located

on the side rail, target SR3 is located at

any point on the anchorage.

S10.8 Rear header target (target RH).

Locate the point (Point 17) at the

intersection of the surface of the upper

vehicle interior, the mid-sagittal plane

(Plane 28) of the outboard rearmost

dummy and the plane, described in

S8.15(h), defining the rear edge of the

upper roof. Locate the point (Point 18)

as provided in S10.8(a) or S10.8(b), as

appropriate. Except as provided in

S10.8(c), Target RH is located at the

mid-point of the line that is between

Point 17 and Point 18 and is in Plane

28, as measured along the surface of the

vehicle interior.

(a) If Plane 28 intersects a rear door

opening or daylight opening, then Point

18 is located at the intersection of Plane

28 and the upper edge of the door

opening or the daylight opening (if no

door opening).

(b) If Plane 28 does not intersect a rear

door opening or daylight opening, then

Point 18 is located on the vehicle

interior at the intersection of Plane 28

and a horizontal plane through the

highest point of the door or daylight

opening nearest to Plane 28. If the

adjacent door(s) or daylight opening(s)

are equidistant to Plane 28, Point 18 is

located on the vehicle interior at the

intersection of Plane 28 and either

horizontal plane through the highest

point of each door or daylight opening.

(c) If Target RH is more than 112 mm

from Point 18 on the line that is

between Point 17 and Point 18 and is in

Plane 28, as measured along the surface

of the vehicle interior, then Target RH

is the point on that line which is 112

mm from Point 18.

S10.9 Upper roof target (target UR).

Target UR is any point on the upper

roof.

S10.10 Sliding door track target

(target SD). Locate the transverse

vertical plane (Plane 29) passing

through the middle of the widest

opening of the sliding door, measured

horizontally and parallel to the vehicle

longitudinal centerline. Locate the point

(Point 19) at the intersection of the

surface of the upper vehicle interior,

Plane 29 and the plane, described in

S8.15(h), defining the nearest edge of

the upper roof. Locate the point (Point

20) at the intersection of Plane 29 and

the upper edge of the sliding door

opening. Target SD is located at the

middle of the line between Point 19 and

Point 20 in Plane 29, measured along

the vehicle interior.

S10.11 Roll-bar targets.

(a) Target RB1. Locate a longitudinal

vertical plane (Plane 30) at the midsagittal plane of a dummy seated in any

outboard designated seating position.

Target RB1 is located on the roll-bar and

in Plane 30 at the location closest to

either CG–F2 or CG–R, as appropriate,

for the same dummy.

(b) Target RB2. If a seat belt anchorage

is located on the roll-bar, Target RB2 is

any point on the anchorage.

S10.12 Stiffener targets.

(a) Target ST1. Locate a transverse

vertical plane (Plane 31) containing

either CG–F2 or CG–R, as appropriate,

for any outboard designated seating

position. Target ST1 is located on the

stiffener and in Plane 31 at the location

closest to either CG–F2 or CG–R, as

appropriate.

(b) Target ST2. If a seat belt anchorage

is located on the stiffener, Target ST2 is

any point on the anchorage.

S10.13 Brace target (target BT)

Target BT is any point on the width of

the brace as viewed laterally from inside

the passenger compartment.

BILLING CODE 4910–59–P
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16733
16734 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

BILLING CODE 4910–59–C
Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations 16735

PART 589—[AMENDED]

3. The authority citation for Part 589

continues to read as follows:

Authority: 15 U.S.C. 1392, 1401, 1407;

delegation of authority at 49 CFR 1.50.

4. Section 589.1 is revised to read as

follows:

§ 589.1 Scope.

This part establishes requirements for

manufacturers of passenger cars and

trucks and multipurpose passenger

vehicles with a gross vehicle weight

rating of 4,536 kilograms or less and

buses with a gross vehicle weight rating

of 3,860 kilograms or less to respond to

NHTSA inquiries, to submit a report,

and maintain records related to the

report, concerning the number of such

vehicles that meet the upper interior

component head impact protection

requirements of Standard No. 201,

Occupant protection in interior impact

(49 CFR 571.201).

5. Section 589.2 is revised to read as

follows:

§ 589.2 Purpose.

This purpose of these reporting

requirements is to aid the National

Highway Traffic Safety Administration

in determining whether a manufacturer

of passenger cars and trucks and

multipurpose passenger vehicles with a

gross vehicle weight rating of 4,536

kilograms or less and buses with a gross

vehicle weight rating of 3,860 kilograms

or less has complied with the upper

interior component head impact

protection requirements of Standard No.

201.

6. Section 589.3 is revised to read as

follows:

§ 589.3 Applicability.

This part applies to manufacturers of

passenger cars and trucks and

multipurpose passenger vehicles with a

gross vehicle weight rating of 4,536

kilograms or less and buses with a gross

vehicle weight rating of 3,860 kilograms

or less. However, this part does not

apply to any manufacturers whose

production consists exclusively of walkin vans, vehicles manufactured in two

or more stages, and vehicles that are

altered after previously having been

certified in accordance with part 567 of

this chapter.

7. Section 589.5 is revised to read as

follows:

§ 589.5 Response to inquiries.

During the production years ending

August 31, 1999, August 31, 2000,

August 31, 2001, and August 31, 2002,

each manufacturer shall, upon request

from the Office of Vehicle Safety

Compliance, provide information

regarding which vehicle make/models

are certified as complying with the

requirements of S6 of Standard No. 201.

8. Part 589.6 is revised to read as

follows:

§ 589.6 Reporting requirements.

(a) Phase-in selection reporting

requirement. Within 60 days after the

end of the production year ending

August 31, 1999, each manufacturer

choosing to comply with one of the

phase-in schedules permitted by S6.1 of

49 CFR 571.201 shall submit a report to

the National Highway Traffic Safety

Administration stating which phase-in

schedule it will comply with until

September 1, 2002. Each report shall—

(1) Identify the manufacturer;

(2) State the full name, title, and

address of the official responsible for

preparing the report;

(3) Identify the section number for the

phase-in schedule selected;

(4) Be written in the English language;

and

(5) Be submitted to: Administrator,

National Highway Traffic Safety

Administration, 400 Seventh Street, SW,

Washington, DC 20590.

(b) General reporting requirements.

Within 60 days after the end of the

production years ending August 31,

1999, August 31, 2000, August 31, 2001,

and August 31, 2002, each manufacturer

shall submit a report to the National

Highway Traffic Safety Administration

concerning its compliance with the

upper interior component head impact

protection requirements of Standard No.

201 for its passenger cars, trucks, buses

and multipurpose passenger vehicles

produced in that year. Each report

shall—

(1) Identify the manufacturer;

(2) State the full name, title, and

address of the official responsible for

preparing the report;

(3) Identify the production year being

reported on;

(4) Contain a statement regarding

whether or not the manufacturer

complied with the upper interior

component head impact protection

requirements of the amended Standard

No. 201 for the period covered by the

report and the basis for that statement;

(5) Provide the information specified

in § 589.6(c);

(6) Be written in the English language;

and

(7) Be submitted to: Administrator,

National Highway Traffic Safety

Administration, 400 Seventh Street, SW,

Washington, DC 20590.

(c) Report content—(1) Basis for

phase-in production goals. Each

manufacturer shall provide the number

of passenger cars and trucks and

multipurpose passenger vehicles with a

GVWR of 4,536 kilograms or less and

buses with a GVWR of 3,860 kilograms

or less manufactured for sale in the

United States for each of the three

previous production years, or, at the

manufacturer’s option, for the current

production year. A new manufacturer

that has not previously manufactured

passenger cars and trucks and

multipurpose passenger vehicles with a

GVWR of 4,536 kilograms or less and

buses with a GVWR of 3,860 kilograms

or less for sale in the United States must

report the number of such vehicles

manufactured during the current

production year. However,

manufacturers are not required to report

any information with respect to those

vehicles that are walk-in van type

vehicles, vehicles manufactured in two

or more stages, and/or vehicles that are

altered after previously having been

certified in accordance with part 567 of

this chapter.

(2) Production. Each manufacturer

shall report for the production year for

which the report is filed the number of

passenger cars and multipurpose

passenger vehicles and trucks with a

GVWR of 4,536 kilograms or less and

buses with a GVWR of 3,860 kilograms

or less that meet the upper interior

component head impact protection

requirements (S6) of Standard No. 201.

(3) Vehicles produced by more than

one manufacturer. Each manufacturer

whose reporting of information is

affected by one or more of the express

written contracts permitted by S6.1.6.2

of Standard No. 201 shall:

(i) Report the existence of each

contract, including the names of all

parties to the contract, and explain how

the contract affects the report being

submitted.

(ii) Report the actual number of

vehicles covered by each contract.

9. Section 589.7 is revised to read as

follows:

§ 589.7 Records.

Each manufacturer shall maintain

records of the Vehicle Identification

Number for each passenger car,

multipurpose passenger vehicle, truck

and bus for which information is

reported under § 589.6(c)(2) until

December 31, 2003.

10. Section 589.8 is revised to read as

follows:

§ 589.8 Petition to extend period to file

report.

A petition for extension of the time to

submit a report must be received not

later than 15 days before expiration of

the time stated in § 589.6(b). The
16736 Federal Register / Vol. 62, No. 67 / Tuesday, April 8, 1997 / Rules and Regulations

petition must be submitted to:

Administrator, National Highway

Traffic Safety Administration, 400

Seventh Street, SW, Washington, DC

20590. The filing of a petition does not

automatically extend the time for filing

a report. A petition will be granted only

if the petitioner shows good cause for

the extension, and if the extension is

consistent with the public interest.

Issued on April 1, 1997.

Ricardo Martinez,

Administrator.

[FR Doc. 97–8826 Filed 4–7–97; 8:45 am]

BILLING CODE 4910–59–P

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric

Administration

50 CFR Part 679

[Docket No. 961107312–7021–02; I.D.

040197D]

Fisheries of the Exclusive Economic

Zone Off Alaska; Shortraker/Rougheye

Rockfish in the Aleutian Islands

Subarea

AGENCY: National Marine Fisheries

Service (NMFS), National Oceanic and

Atmospheric Administration (NOAA),

Commerce.

ACTION: Prohibition of Retention.

SUMMARY: NMFS is prohibiting retention

of shortraker/rougheye rockfish in the

Aleutian Islands subarea of the Bering

Sea and Aleutian Islands management

area (BSAI). NMFS is requiring that

catches of species in the shortraker/

rougheye rockfish group in this area be

treated in the same manner as

prohibited species and discarded at sea

with a minimum of injury. This action

is necessary because the shortraker/

rougheye 1997 initial total allowable

catch (ITAC) in this area has been

reached.

EFFECTIVE DATE: 1200 hrs, Alaska local

time (A.l.t.), April 2, 1997, through 2400

hrs, A.l.t., December 31, 1997.

FOR FURTHER INFORMATION CONTACT:

Andrew N. Smoker, 907–586-7228.

SUPPLEMENTARY INFORMATION: The

groundfish fishery in the BSAI exclusive

economic zone is managed by NMFS

according to the Fishery Management

Plan for the Groundfish Fishery of the

Bering Sea and Aleutian Islands Area

(FMP) prepared by the North Pacific

Fishery Management Council under

authority of the Magnuson-Stevens

Fishery Conservation and Management

Act. Fishing by U.S. vessels is governed

by regulations implementing the FMP at

subpart H of 50 CFR part 600 and 50

CFR part 679.

In accordance with § 679.20(c)(3)(iii),

the 1997 ITAC of shortraker/rougheye

rockfish in the Aleutian Islands subarea

was established by the Final 1997

Harvest Specifications of Groundfish for

the BSAI (62 FR 7168, February 18,

1997) as 797 metric tons. The

Administrator, Alaska Region, NMFS

(Regional Administrator), determined

that the ITAC amount specified for

shortraker/rougheye rockfish in the

Aleutian Islands subarea was necessary

as incidental catch to support other

anticipated groundfish fisheries and,

therefore, NMFS prohibited directed

fishing effective February 12, 1997. The

closure action was published in the

Final 1997 Harvest Specifications

document.

In accordance with § 679.20(d)(2), the

Regional Administrator has determined

that the 1997 ITAC for shortraker/

rougheye rockfish in the Aleutian

Islands subarea has been reached.

Therefore, NMFS is requiring that

further catches of shortraker/rougheye

rockfish in the Aleutian Islands subarea

be treated as prohibited species in

accordance with § 679.21(b).

Classification

This action is required by § 679.20

and is exempt from review under E.O.

12866.

Authority: 16 U.S.C. 1801 et seq.

Dated: April 2, 1997.

Bruce Morehead,

Acting Director, Office of Sustainable

Fisheries, National Marine Fisheries Service.

[FR Doc. 97–8858 Filed 4–12–97; 2:58 am]

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