28922 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

TABLE I.—STRENGTH TEST PLUNGER DIAMETER—Continued

Plunger diameter

(mm) (inches)

Tube type:

Load range F or less ......................................................................................................................................... 31.75 11⁄4

Load range over F ............................................................................................................................................. 38.10 11⁄2

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

Load range All 12 rim diameter code or

smaller rim size

Light truck 17.5

rim diameter

code or smaller

rim tubeless

Tube type Tubeless Tube type Tubeless

Tire characteristic Motorcycle

19.05 J

3⁄4′′

inchlbs 19.05 J

3⁄4′′

inchlbs

31.75 J

11⁄4′′ inchlbs

J inchlbs 38.10 J

11⁄2′′ inchlbs

J inchlbs Plunger diameter (mm and

inches)

7.94 J

5⁄16′′

inchlbs

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

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

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

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

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

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

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

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

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

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

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

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

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

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

TABLE III.—ENDURANCE TEST SCHEDULE

Description Load range Test wheel

speed (r/m)

Test load: Percent of maximum load

rating Total best

revolutions

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

hours

Speed restricted service:

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

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

C, D .................. 150 75 97 114 432.0

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

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

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

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

E ....................... 200 70 88 106 546.0

F ....................... 200 66 84 101 564.0

G ....................... 175 66 84 101 493.5

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

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

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

§ 571.120 [Amended]

9. Section 571.120 is amended by

revising ‘‘TRUCK EXAMPLE—

SUITABLE TIRE-RIM CHOICE’’ at the

end of S5.3.2, and before S5.3.3, to read

as follows:

S5.3.2. Rims.

* * * * *

TRUCK EXAMPLE—SUITABLE TIRE–RIM

CHOICE

GVWR: 7,840 KG (17,289 LB)

GAWR: FRONT—2,850 KG (6,280 LB) WITH

7.50–20(D) TIRES, 20 X 6.00 RIMS AT 520

KPA (75 PSI) COLD SINGLE

GAWR: REAR—4,990 KG (11,000 LB) WITH

7.50–20(D) TIRES, 20 X 6.00 RIMS, AT 450

KPA (65 PSI) COLD DUAL

GVWR: 13,280 KG (29,279 LB)

GAWR: FRONT—4,826 KG (10,640 LB)

WITH 10.00–20(F) TIRES, 20 X 7.50 RIMS,

AT 620 KPA (90 PSI) COLD SINGLE

GAWR: REAR—8,454 KG (18,639 LB) WITH

10.00–20(F) TIRES, 20 X 2.70 RIMS, AT

550 KPA (80 PSI) COLD DUAL

* * * * *

Issued: May 13, 1998.

Ricardo Martinez,

Administrator.

[FR Doc. 98–13432 Filed 5–26–98; 8:45 am]

BILLING CODE 4910–59–P

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Part 571

[Docket No. NHTSA–98–3836]

RIN 2127–AG55

Federal Motor Vehicle Safety

Standards; Metric Conversion

AGENCY: National Highway Traffic

Safety Administration (NHTSA), DOT.

ACTION: Final rule.
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28923

1The issues relating to the other standards

addressed in the NPRM are discussed in today’s

companion notice.

SUMMARY: This document revises

selected Federal Motor Vehicle Safety

Standards (FMVSS) by converting

English measurements specified in

those standards to metric

measurements. This is one of several

rulemaking actions that NHTSA is

undertaking to implement the Federal

policy that the metric system of

measurement is the preferred system of

weights and measures for United States

trade and commerce. The conversions

are not intended to make any changes in

the stringency of the affected FMVSS. A

companion final rule published in

today’s Federal Register converts

English measurements in selected safety

standards on tires to metric

measurements.

DATES: This final rule is effective May

27, 1999. Optional early compliance

with the changes made in this final rule

is permitted beginning May 27, 1998.

ADDRESSES: Petitions for reconsideration

of this final rule should refer to the

docket and notice number cited in the

heading of this final rule and be

submitted to: Administrator, National

Highway Traffic Safety Administration,

400 Seventh St., SW, Washington, DC

20590. It is requested but not required,

that 10 copies be submitted.

FOR FURTHER INFORMATION CONTACT: Mr.

Kevin Cavey, National Highway Traffic

Safety Administration, 400 Seventh

Street, SW, Washington, DC 20590. Mr.

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

5271.

SUPPLEMENTARY INFORMATION:

I. Background Information

Section 5164 of the Omnibus Trade

and Competitiveness Act (Pub. L. 100–

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

policy that the metric system of

measurement is the preferred system of

weights and measures for United States

trade and commerce. Executive Order

12770 directs Federal agencies to

comply with the Act by adopting a

conversion schedule for their programs

by September 30, 1992. In a Federal

Register document of April 21, 1992 (57

FR 14619), the National Highway Traffic

Safety Administration (NHTSA)

published its plan to use the metric

system in NHTSA programs, and

included an implementation schedule to

convert the Federal Motor Vehicle

Safety Standards (FMVSSs) to metric

measurements.

In a final rule published on March 14,

1995 (60 FR 13639), NHTSA completed

the first phase of metrication, converting

English measurements in the following

FMVSSs to the metric system: Standard

No. 102, Transmission shift lever

sequence, starter interlock, and

transmission braking effect; Standard

No. 103, Windshield defrosting and

defogging systems; Standard No. 104,

Windshield wiping and washing

systems; Standard No. 107, Reflecting

surfaces; Standard No. 110, Tire

selection and rims; Standard No. 112,

Headlamp concealment devices;

Standard No. 114, Theft protection;

Standard No. 115, Vehicle identification

number—basic requirements; Standard

No. 120, Tire selection and rims for

motor vehicles other than passenger

cars; Standard No. 124, Accelerator

control systems; Standard No. 126,

Truck-camper loading; Standard No.

205, Glazing materials; Standard No.

206, Door locks and door retention

components; Standard No. 207, Seating

systems; Standard No. 212, Windshield

mounting, and Standard No. 216, Roof

crush resistance.

In the March 14, 1995 final rule,

NHTSA established the following

principles for converting English system

measurements to the metric system:

(1) Equivalent conversions are

generally favored, not exact ones;

(2) The term ‘‘mass’’ is favored over

the term ‘‘weight,’’ except when

‘‘weight’’ is used as part of a defined

term;

(3) Force measurements are converted

by specifying in the regulatory language

the steps for making the conversion; and

(4) Dual measurements (i.e., both

English and metric measurements) are

used in a standard when it seems likely

that it will be read by persons not fully

accustomed to using the metric system.

NHTSA stated its intent to follow these

principles in future metrication

rulemakings.

II. Notice of Proposed Rulemaking for

Second Phase

On April 21, 1997, NHTSA began its

second phase of metricating the

FMVSSs by publishing a notice of

proposed rulemaking to convert English

measurements in the following Federal

Motor Vehicle Safety Standards to the

metric system: Standard No. 101,

Controls and displays; Standard No.

109, New pneumatic tires; Standard No.

111, Rearview mirrors; Standard No.

116, Motor vehicle brake fluids;

Standard No. 117, Retreaded pneumatic

tires; Standard No. 119, New pneumatic

tires for vehicles other than passenger

cars; Standard No. 123, Motorcycle

controls and displays; Standard No. 201,

Occupant protection in interior impact;

Standard No. 202, Head restraints;

Standard No. 203, Impact protection for

the driver from the steering control

system; Standard No. 204, Steering

control rearward displacement;

Standard No. 209, Seat belt assemblies;

Standard No. 210, Seat belt assembly

anchorages; Standard No. 219,

Windshield zone intrusion; Standard

No. 220, School bus rollover protection;

Standard No. 222, School bus passenger

seating and crash protection; Standard

No. 301, Fuel system integrity; and

Standard No. 302, Flammability of

interior materials.

The agency raised issues concerning

the following proposed conversions: 1

A. Exact Versus Equivalent

Conversions—In the NPRM, NHTSA

stated that although it generally favors

the use of equivalent conversions, it will

not use equivalent conversions where

there is a specific safety need or other

reason to make an exact conversion. For

certain proposed conversions (i.e., ones

involving requirements that specify the

height of lettering, the minimum depth

to which the lettering must be

impressed, or the maximum height to

which it must be embossed), NHTSA

proposed exact conversions, to

minimize the possibility of

manufacturers’ having to change molds

and materials.

NHTSA also noted that it proposed in

the following instances to make exact

conversions to avoid a possibility that

the standard would become more

stringent as a result of the conversion:

(1) In making any conversions of gross

vehicle weight ratings (GVWRs); and (2)

in the specifications for the loading of

test vehicles in Standard No. 219,

Windshield zone intrusion, and

Standard No. 301, Fuel system integrity.

Certain tested vehicles must be loaded

to their unloaded vehicle weight plus

300 pounds. In the NPRM, the agency

proposed to convert 300 pounds to 136

kilograms, the equivalent conversion.

NHTSA proposed conversion to 136

kilograms, instead of 140 kilograms,

because a slight increase in the load

required for Standards Nos. 219 and 301

testing (resulting from a conversion to

140 kilograms) might result in

manufacturers having to conduct a

separate crash test for Standard No. 219

and Standard No. 301 certification.

B. ‘‘Mass’’ vs. ‘‘Weight’’—NHTSA

stated that in instances in which the

safety standards use ‘‘weight’’ to mean

‘‘mass’’ in describing compliance testing

conditions and procedures, or in other

instances in which the standards are

primarily directed to engineers or other

technically trained persons, NHTSA

will substitute ‘‘mass’’ for ‘‘weight’’ in

the regulatory text. However, when

‘‘weight’’ is part of a term defined at 49

CFR 571.3, such as ‘‘curb weight,’’
28924 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

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

vehicle weight,’’ NHTSA stated it will

not make any change.

C. Force Measurements—In making

the metric conversion of the force

measurements in Standard Nos. 220 and

222, NHTSA proposed to specify the

steps of the conversion in the regulatory

language, to minimize the chance of the

wrong metric system conversion being

made. For Standard No. 220, NHTSA

proposed to amend the force

measurement language (in S4) to

provide that the roof of the vehicle’s

body structure shall be subjected to a

force in Newtons equal to 1.5 times the

unloaded vehicle weight, measured in

kilograms and multiplied by 9.8 m/s2.

For Standard No. 222, NHTSA proposed

to amend the force measurement

language (in S5.1.5) to provide that the

seat cushion shall not separate from the

seat at any attachment point when

subjected to an upward force in

Newtons of 5 times the mass of the seat

cushion in kilograms and multiplied by

9.8 m/s2.

D. Dual Measurements—The agency

stated its belief that converting some

tables so that they contain only metric

measurements would not be very

informative to American mirror

manufacturers or to American tire

manufacturers and retreaders, many of

whom may be more familiar with

English measurements. Therefore, in the

case of the mirror and tire standards,

NHTSA proposed that the tables and

regulatory text provide both the English

and metric systems of measurement.

Specifically, in Standard No. 111,

Rearview mirrors, NHTSA proposed to

provide both English and metric

measurements for radii of curvature

specified in Table I—‘‘Conversion Table

from Spherometer Dial Reading to

Radius of Curvature.’’ Proposed changes

to the tire standards are discussed in the

companion notice published in this

Federal Register issue.

NHTSA sought public comment on

the proposal to use dual measurements

for the specified tables and on the

period of time after which the English

units of measurements should be

phased out.

E. Leadtime—NHTSA proposed that,

if made final, the changes proposed in

the NPRM take effect one year after the

publication of the final rule, with

manufacturers given the option to

comply immediately with the amended

language.

F. Other Changes—NHTSA also

proposed to correct typographical and

or other nonsubstantive errors in

Standard No. 207, Seating systems, and

Standard No. 210, Seat belt assembly

anchorage, and to remove outdated

language in Standard No. 204, Steering

control rearward displacement, and

Standard No. 210, Seat belt assembly

anchorages.

III. Public Comments and NHTSA’s

Response

In response to the NPRM, NHTSA

received comments from eighteen

commenters. The following commenters

addressed only proposed metric

conversions in the tire standards: Japan

Automobile Tire Manufacturers

Association; Goodyear; Rubber

Manufacturers Association; Toyota; and

the European Tyre and Rim Technical

Organization. Comments on the tire

standards are addressed in today’s

Federal Register notice on tire

metrication.

The American Society for Testing and

Materials (ASTM) sent NHTSA a copy

of its 1996 version of ASTM G23

‘‘Practice for operating light-exposure

apparatus (carbon-arc type) with and

without water for exposure of

nonmetallic materials’’ as an example of

how it was converting its recommended

practices to the metric system. ASTM

stated that the 1996 version has many

improvements over the 1981 version.

Other commenters either addressed

the principles used in making

conversions, or suggested changes to

specific proposed conversions. The

following issues were addressed by

commenters, and are followed by

NHTSA’s response:

Exact vs. equivalent measurements—

Mr. Bruce Barrow of the Defense

Information Systems Agency, on behalf

of the Interagency Council on Metric

Policy, cautioned NHTSA to ‘‘avoid

implying much more precision than is

warranted.’’ As an example of what it

believed to be excess precision, the

Council cited the conversion of 10,000

lbs. to 4536 kilograms for gross vehicle

weight ratings (GVWRs), recommending

instead that the conversion be made to

4500 kg. On the other hand, Thomas

Built and Volkswagen recommended

that in converting the GVWR of 10,000

lbs, the exact conversion (4536 kg) be

used, not the equivalent conversion

(4500 kg).

NHTSA has resolved the issue of

GVWR conversions in the first round of

metrication (see final rule of March 14,

1995; 60 FR 13639) and will not

readdress that issue. NHTSA decided to

use exact conversions for GVWR

measurements because, in some

industries such as school bus

manufacturing, 36 kilograms

(approximately 80 pounds) makes a

difference in determining whether a

particular school bus must meet the

school bus standards for vehicles over

10,000 lbs. GVWR or vehicles under

10,000 lbs.

The California Department of

Transportation (CDOT) asked that

NHTSA not change references to GVWR

until all truck size and weight

regulations are converted to the metric

system. CDOT’s request is consistent

with NHTSA’s stated approach of not

changing ‘‘weight’’ to ‘‘mass’’ when

‘‘weight’’ is part of a term defined at 49

CFR 571.3 such as ‘‘gross vehicle weight

rating’’ or ‘‘curb weight.’’ Mr. Gary

Vigen wrote that he favored equivalent

conversions, rather than exact

conversions. Mr. Vigen did not give a

reason for his position.

‘‘Mass’’ vs. ‘‘Weight’’—The

Interagency Council on Metric Policy

commented that NHTSA should not

consider redefining established terms

such as ‘‘gross vehicle weight.’’ As

previously noted, NHTSA agrees with

this comment. The Council also

recommended that because of confusion

regarding the use of the word ‘‘weight’’

vs. ‘‘mass’’, that each standard include

in its preface the statement: ‘‘In this

document the word ‘weight’ is used as

a synonym for ‘mass.’ ’’ Because

adopting this recommendation may

make substantive changes in affected

standards, NHTSA is not making the

suggested change in this final rule.

However, in its future metrication

efforts, NHTSA will consider including

the Council’s recommended statement

for specific safety standards.

Professor E. A. Mechtly of the

University of Illinois, Urbana,

commented generally that the NPRM’s

use of ‘‘pound’’ and ‘‘weight’’ required

correction. However, since he did not

specify where the terms should be

corrected, NHTSA is not making any

changes in response to Professor

Mechtly’s comments on this issue.

Force measurements—The

Interagency Council on Metric Policy

recommended that in converting force

measurements, the seat cushion or

unloaded vehicle weight, measured in

kilograms, be multiplied by 10 m/s2

rather than 9.8 m/s2. NHTSA is not

adopting this comment because, in

Standard No. 220, School bus rollover

protection, and Standard No. 222,

School bus passenger seating and crash

protection, where force measurements

are used, using a factor of 10 may have

the effect of making the Standards

slightly more stringent than under the

English measurement system. However,

NHTSA notes that use of 9.8 in the

Standards would not preclude a

manufacturer from using a factor of 10

when conducting its compliance testing

with a safety standard.
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28925

Dual Measurements—Mr. Gary Vigen

wrote that he did not favor dual unit

tables because ‘‘(i)n the long run, there

is less chance for error when only one

set of units is used.’’ The Interagency

Council on Metric Policy recommended

that dual measurements be avoided as

much as possible. Land Rover

questioned the necessity for dual

English and metric measurements when

‘‘information is intended to be used by

people in the manufacturing industry.’’

NHTSA agrees with the commenters

that ideally, dual measurements need

not be used. However, as stated in the

NPRM, NHTSA believes that converting

some tables so that they contain only

metric measurements may not be very

informative for American mirror

manufacturers or for American tire

manufacturers or retreaders, who may

be more familiar with the English

system. NHTSA received no comment

addressing whether mirror

manufacturers are familiar with the

metric system and therefore do not need

dual measurements. NHTSA is adopting

the proposal in the NPRM for using dual

measurements in Standard No. 111,

Rearview mirrors. Dual measurements

for the tire standards are addressed in

today’s companion final rule on

metricating the tire standards.

Other Changes—Many commenters,

including Ford, General Motors, Land

Rover, Mitsubishi, Volkswagen, and

Transport Canada commented on

specific proposed changes to the safety

standards. Many of the comments noted

typographical errors, or provided the

correct abbreviation for a metric

measurement. NHTSA is adopting all of

these technical comments. In particular,

General Motors noted that NHTSA did

not propose to convert to metric

measurements, Figure 1 to Standard No.

219, Windshield zone intrusion. The

oversight has been corrected in the final

rule.

Land Rover also stated that in part

583, Automobile Parts Content Labeling,

the ‘‘example provided * * * does not

comply with the labeling typeface

requirements (block capitals) in the

regulation/standard.’’ NHTSA does not

believe that the ‘‘PARTS CONTENT

INFORMATION’’ example provided for

part 583 requires correction from the

existing lower case to upper case

because the specified information is

correct. NHTSA is therefore not

adopting Land Rover’s suggestion.

NHTSA is not adopting Professor

Mechtly’s suggested changes to

Standard No. 126, Truck-camper

loading, because that standard was not

proposed to be amended in the April

1997 notice of proposed rulemaking.

NHTSA is also not adopting Professor

Mechtly’s recommended language for

Standard No. 220, Schoolbus rollover

protection, because it believes that

adopting the language might result in a

substantive change to the standard.

Ford noted that, in Standard No. 111,

Rearview mirrors, NHTSA did not

propose to convert Figure 3. NHTSA

notes that Figure 3 ‘‘Camera Locations

for School Bus Field-of-View Test’’ is

already described in both metric and

English system measurements.

Standard No. 201—In the notice of

proposed rulemaking, NHTSA proposed

metricating Standard No. 201, Occupant

Protection in Interior Impacts. However,

on April 8, 1997 (62 FR 16718), NHTSA

published a final rule metricating

Standard No. 201. Since Standard No.

201 has already been metricated, this

final rule will not make changes to

Standard No. 201.

Leadtime—In the NPRM, NHTSA

proposed that, if made final, the changes

in the NPRM take effect one year after

the final rule is published in the Federal

Register. NHTSA received no comments

relating to the leadtime that should be

provided for changes to standards for

products other than tires. Thus, for the

non-tire FMVSSs, the changes in this

final rule will take effect one year after

the publication of this final rule.

Today’s companion Federal Register

notice addressing metric conversions in

the tire standards addresses leadtime for

the tire standards.

IV. Regulatory Impacts

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures

NHTSA has examined the impact of

this rulemaking action under E.O. 12866

and the Department of Transportation’s

regulatory policies and procedures. This

rulemaking document was not reviewed

under E. O. 12866, ‘‘Regulatory

Planning and Review.’’ This action has

been determined to be not ‘‘significant’’

under DOT’s regulatory policies and

procedures.

In converting the Federal Motor

Vehicle Safety Standards from the

English to the metric measurement

system, the agency has made

conversions in a way that does not

substantively change the performance

requirements of the FMVSS’s. As a

result of this rule, manufacturers now

providing consumer information (e.g.,

labeling) may incur minimal additional

costs since they would have to change

their information to add the metric

units. However, the agency believes

additional costs would be minuscule,

since manufacturers currently label and

provide consumer information in

English units. The impacts of this action

are so minor that a full regulatory

evaluation for this proposed rule has not

been prepared.

B. Regulatory Flexibility Act

The agency has also considered the

effects of this rulemaking action under

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

601 et seq.). I certify that this final rule

will not have a significant economic

impact on a substantial number of small

entities. The rationale for this

certification is that converting the

FMVSS from the English system to the

metric system will not substantively

change the performance requirements of

any of the Federal Motor Vehicle Safety

Standards. Manufacturers that qualify as

small businesses that have not been

labeling their products in metric units

or provide consumer information in

metric units will incur some costs to

include metric information on their

labeling. However, the agency believes

such costs will be minimal, given these

manufacturers are currently labeling

and providing the consumer

information in English units.

C. Environmental Impacts

In accordance with the National

Environmental Policy Act of 1969, the

agency has considered the

environmental impacts of this

rulemaking action and determined that,

as a final rule, it will not have a

significant impact on the quality of the

human environment.

D. Federalism

This action has been analyzed in

accordance with the principles and

criteria contained in Executive Order

12612, and it has been determined that

the final rule does not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

E. Civil Justice Reform

This rule will not have a retroactive

effect. Under 49 U.S.C. section 30103,

whenever a Federal motor vehicle safety

standard is in effect, a state may not

adopt or maintain a safety standard

applicable to the same aspect of

performance which is not identical to

the Federal standard. 49 U.S.C. section

30106 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.
28926 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

List of Subjects in 49 CFR Part 571

Imports, Motor vehicle safety, Motor

vehicles, Rubber and rubber products,

Tires.

In consideration of the foregoing, the

Federal Motor Vehicle Safety Standards

(49 CFR part 571), are amended as set

forth below.

PART 571—FEDERAL MOTOR

VEHICLE SAFETY STANDARDS

1. The authority citation for part 571

continues to read as follows:

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

30117, and 30166; delegation of authority at

49 CFR 1.50.

2. Section 571.101 is amended by

revising S5(a) and revising S5.3.5 to

read as follows:

§ 571.101 Standard No. 101, Controls and

displays.

* * * * *

S5. Requirements. (a) Except as

provided in paragraph (b) of this

section, each passenger car,

multipurpose passenger vehicle, truck

and bus manufactured with any control

listed in S5.1 or in column 1 of Table

1, and each passenger car, multipurpose

passenger vehicle and truck or bus less

than 4,536 kg GVWR with any display

listed in S5.1 or in column 1 of Table

2 shall meet the requirements of this

standard for the location, identification,

and illumination of such control or

display.

* * * * *

S5.3.5 Any source of illumination

within the passenger compartment

which is forward of a transverse vertical

plane 110 mm rearward of the manikin

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

rearmost driving position, which is not

used for the controls and displays

regulated by this standard, which is not

a telltale, and which is capable of being

illuminated while the vehicle is in

motion, shall have either (1) light

intensity which is manually or

automatically adjustable to provide at

least two levels of brightness, (2) a

single intensity that is barely discernible

to a driver who has adapted to dark

ambient roadway conditions, or (3) a

means of being turned off. This

requirement does not apply to buses

that are normally operated with the

passenger compartment illuminated.

* * * * *

3. Section 571.101 is amended by

revising Table 1 and Table 2 that follow

S6 to read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28927
28928 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

BILLING CODE 4910–59–C
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28929

4. Section 571.111 is amended by

revising S5.1.1; revising S5.1.2; revising

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

revising S6; revising S6.1; revising S7;

revising S7.1; revising S8; revising S8.1;

revising S9.2; revising S9.3; revising

S10.1; revising S12.2; revising S12.3;

revising S12.4; and revising S13.2 to

read as follows:

§ 571.111 Standard No. 111, Rearview

mirrors.

* * * * *

S5.1.1 Field of view. Except as

provided in S5.3, the mirror shall

provide a field of view with an included

horizontal angle measured from the

projected eye point of at least 20

degrees, and sufficient vertical angle to

provide a view of a level road surface

extending to the horizon beginning at a

point not greater than 60 m to the rear

of the vehicle when the vehicle is

occupied by the driver and four

passengers or the designated occupant

capacity, if less, based on an average

occupant weight of 68 kg. The line of

sight may be partially obscured by

seated occupants or by head restraints.

The location of the driver’s eye

reference points shall be those

established in Motor Vehicle Safety

Standard No. 104 (§ 571.104) or a

nominal location appropriate for any

95th percentile male driver.

S5.1.2 Mounting. The mirror

mounting shall provide a stable support

for the mirror, and shall provide for

mirror adjustment by tilting in both the

horizontal and vertical directions. If the

mirror is in the head impact area, the

mounting shall deflect, collapse or break

away without leaving sharp edges when

the reflective surface of the mirror is

subjected to a force of 400 N in any

forward direction that is not more than

45° from the forward longitudinal

direction.

S5.2.1 Field of view. Each passenger

car shall have an outside mirror of unit

magnification. The mirror shall provide

the driver a view of a level road surface

extending to the horizon from a line,

perpendicular to a longitudinal plane

tangent to the driver’s side of the

vehicle at the widest point, extending

2.4 m out from the tangent plane 10.7

m behind the driver’s eyes, with the seat

in the rearmost position. The line of

sight may be partially obscured by rear

body or fender contours. The location of

the driver’s eye reference points shall be

those established in Motor Vehicle

Safety Standard No. 104 (§ 571.104) or

a nominal location appropriate for any

95th percentile male driver.

* * * * *

S5.4.2 Each convex mirror shall

have permanently and indelibly marked

at the lower edge of the mirror’s

reflective surface, in letters not less than

4.8 mm nor more than 6.4 mm high the

words ‘‘Objects in Mirror Are Closer

Than They Appear.’’

S5.4.3 The average radius of

curvature of each such mirror, as

determined by using the procedure in

S12., shall be not less than 889 mm and

not more than 1,651 mm.

S6. Requirements for multipurpose

passenger vehicles, trucks, and buses,

other than school buses, with GVWR of

4,536 kg or less.

S6.1 Each multipurpose passenger

vehicle, truck and bus, other than a

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

less shall have either—

(a) Mirrors that conform to the

requirements of S5.; or

(b) Outside mirrors of unit

magnification, each with not less than

126 cm2 of reflective surface, installed

with stable supports on both sides of the

vehicle, located so as to provide the

driver a view to the rear along both

sides of the vehicle, and adjustable in

both the horizontal and vertical

directions to view the rearward scene.

S7. Requirements for multipurpose

passenger vehicles and trucks with a

GVWR of more than 4,536 kg and less

than 11,340 kg and buses, other than

school buses, with a GVWR of more

than 4,536 kg.

S7.1 Each multipurpose passenger

vehicle and truck with a GVWR of more

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

and each bus, other than a school bus,

with a GVWR of more than 4,536 kg

shall have outside mirrors of unit

magnification, each with not less than

323 cm2 of reflective surface, installed

with stable supports on both sides of the

vehicle. The mirrors shall be located so

as to provide the driver a view to the

rear along both sides of the vehicle and

shall be adjustable both in the

horizontal and vertical directions to

view the rearward scene.

S8. Requirements for multipurpose

passenger vehicles and trucks with a

GVWR of 11,340 kg or more.

S8.1 Each multipurpose passenger

vehicle and truck with a GVWR of

11,340 kg or more shall have outside

mirrors of unit magnification, each with

not less than 323 cm2 of reflective

surface, installed with stable supports

on both sides of the vehicle. The mirrors

shall be located so as to provide the

driver a view to the rear along both

sides of the vehicle and shall be

adjustable both in the horizontal and

vertical directions to view the rearward

scene.

* * * * *

S9.2 System A shall be located with

stable supports so that the portion of the

system on the bus’s left side, and the

portion on its right side, each:

(a) Includes at least one mirror of unit

magnification with not less than 323

cm2 of reflective surface; and

(b) Includes one or more mirrors

which together provide, at the driver’s

eye location, a view of:

(1) For the mirror system on the right

side of the bus, the entire top surface of

cylinder N in Figure 2, and of that area

of the ground which extends rearward

from the mirror surface not less than 61

meters.

(2) For the mirror system on the left

side of the bus, the entire top surface of

cylinder M in Figure 2, and of that area

of the ground which extends rearward

from the mirror surface not less than 61

meters.

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

though P whose entire top surface is not

directly visible from the driver’s eye

location, System B shall provide, at that

location:

(1) A view of the entire top surface of

that cylinder.

(2) A view of the ground that overlaps

with the view of the ground provided by

System A.

(b) Each mirror installed in

compliance with S9.3(a) shall meet the

following requirements:

(1) Each mirror shall have a projected

area of at least 258 cm2, as measured on

a plane at a right angle to the mirror’s

axis.

(2) Each mirror shall be located such

that the distance from the center point

of the eye location of a 25th percentile

adult female seated in the driver’s seat

to the center of the mirror shall be at

least 95 cm2.

(3) Each mirror shall have no

discontinuities in the slope of the

surface of the mirror.

(4) Each mirror shall be installed with

a stable support.

(c) Each school bus which has a

mirror installed in compliance with

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

curvature of less than 889 mm, as

determined under S12, shall have a

label visible to the seated driver. The

label shall be printed in a type face and

color that are clear and conspicuous.

The label shall state the following:

‘‘USE CROSS VIEW MIRRORS TO

VIEW PEDESTRIANS WHILE BUS IS

STOPPED. DO NOT USE THESE

MIRRORS TO VIEW TRAFFIC WHILE

BUS IS MOVING. IMAGES IN SUCH

MIRRORS DO NOT ACCURATELY

SHOW ANOTHER VEHICLE’S

LOCATION.’’

* * * * *

S10.1 Each motorcycle shall have

either a mirror of unit magnification
28930 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

with not less than 8065 mm2 of

reflective surface, or a convex mirror

with not less than 6450 mm2 of

reflective surface and an average radius

of curvature not less than 508 mm and

not greater than 1524 mm, installed

with a stable support, and mounted so

that the horizontal center of the

reflective surface is at least 279 mm

outward of the longitudinal centerline

of the motorcycle. The mirror shall be

adjustable by tilting in both the

horizontal and vertical directions.

* * * * *

S12.2 The 3-point linear

spherometer has two outer fixed legs 38

mm apart and one inner movable leg at

the midpoint. The spherometer has a

dial indicator with a scale that can be

read accurately to .0025 mm, with the

zero reading being a flat surface.

S12.3 The 10 test positions on the

image display consist of two positions at

right angles to each other at each of five

locations as shown in Figure 1. The

locations are at the center of the mirror,

at the left and right ends of a horizontal

line that bisects the mirror and at the

top and bottom ends of a vertical line

that bisects the mirror. None of the

readings are within a 6.4 mm border on

the edge of the image display.

S12.4 At each position, the

spherometer is held perpendicular to

the convex mirror-surface and a record

is made of the reading on the dial

indicator to the nearest .0025 mm.

* * * * *

S13.2 The cylinders are 0.3048 m

high and 0.3048 m in diameter, except

for cylinder P which is 0.9144 m high

and 0.3048 m in diameter.

* * * * *

5. In § 571.111, Table I—‘‘Conversion

Table from Spherometer Dial Reading to

Radius of Curvature’’, following Figure

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

follows:

TABLE I.—CONVERSION TABLE FROM

SPHEROMETER DIAL READING TO

RADIUS OF CURVATURE

Dial reading

Radius of

curvature

(inches)

Radius of

curvature

(mm)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

TABLE I.—CONVERSION TABLE FROM

SPHEROMETER DIAL READING TO

RADIUS OF CURVATURE—Continued

Dial reading

Radius of

curvature

(inches)

Radius of

curvature

(mm)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

.02160 ....................... 13.0 330.2

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

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

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

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

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

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

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

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

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

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

Test Cylinders for School Bus Field-ofView Test’’, after S13.3(g), is revised to

read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28931

BILLING CODE 4910–59–C
28932 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

7. Section 571.116 is amended by

revising S5.1.3; revising S5.2.1; revising

in S5.2.2.2, the introductory paragraph

and paragraph (g)(4); revising in

S5.2.2.3, the introductory paragraph,

paragraph (d) and paragraph (e)(4);

revising S6.3; revising in S6.6.6,

paragraph (a); revising S6.8.3; revising

in S6.10.3, paragraph (a); revising

S6.11.1; revising S6.11.6; revising, in

S6.13.2, paragraph (b); revising in

S6.13.3, paragraph (b), revising in

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

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

(b), to read as follows:

§ 571.116 Standard No. 116, Motor vehicle

brake fluids.

* * * * *

S5.1.3. Kinematic viscosities. When

brake fluid is tested according to S6.3,

the kinematic viscosities in square

millimeters per second at stated

temperatures shall be neither less than

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

than the following maximum value for

the grade indicated:

(a) DOT 3: 1,500 mm2/s at minus 40°

C. (minus 40° F.).

(b) DOT 4: 1,800 mm2/s at minus 40°

C. (minus 40° F.).

(c) DOT 5: 900 mm2/s at minus 40° C.

(minus 40° F.).

* * * * *

S5.2.1 Container sealing. Each brake

fluid or hydraulic system mineral oil

container with a capacity of 177 mL or

more shall be provided with a resealable

closure that has an inner seal

impervious to the packaged brake fluid.

The container closure shall include a

tamper-proof feature that will either be

destroyed or substantially altered when

the container closure is initially opened.

* * * * *

S5.2.2.2 Each packager of brake fluid

shall furnish the information specified

in paragraphs (a) through (g) of this

S5.2.2.2 by clearly marking it on each

brake fluid container or on a label

(labels) permanently affixed to the

container, in any location except a

removable part such as a lid. After being

subjected to the operations and

conditions specified in S6.14, the

information required by this section

shall be legible to an observer having

corrected visual acuity of 20/40 (Snellen

ratio) at a distance of 305 mm, and any

label affixed to the container in

compliance with this section shall not

be removable without its being

destroyed or defaced.

* * * * *

(g) * * *

(4) CAUTION: DO NOT REFILL

CONTAINER, AND DO NOT USE FOR

OTHER LIQUIDS. (Not required for

containers with a capacity in excess of

19 L.)

S5.2.2.3 Each packager of hydraulic

system mineral oil shall furnish the

information specified in paragraphs (a)

through (e) of this S5.2.2.3 by clearly

marking it on each brake fluid container

or on a label (labels) permanently

affixed to the container, in any location

except a removable part such as a lid.

After being subjected to the operations

and conditions specified in S6.14, the

information required by this section

shall be legible to an observer having

corrected visual acuity of 20/40 (Snellen

ratio) at a distance of 305 mm and any

label affixed to the container in

compliance with this section shall not

be removable without its being

destroyed or defaced.

* * * * *

(d) Designation of the contents as

‘‘HYDRAULIC SYSTEM MINERAL OIL’’

in capital letters at least 3 mm high.

(e) The following safety warnings in

capital and lowercase letters as

indicated:

* * * * *

(4) CAUTION: STORE HYDRAULIC

SYSTEM MINERAL OIL ONLY IN ITS

ORIGINAL CONTAINER. KEEP

CONTAINER CLEAN AND TIGHTLY

CLOSED. DO NOT REFILL CONTAINER

OR USE OTHER LIQUIDS. (The last

sentence is not required for containers

with a capacity in excess of 19 L.)

* * * * *

S6.3 Kinematic viscosity. Determine

the kinematic viscosity of a brake fluid

in mm2s by the following procedure.

Run duplicate samples at each of the

specified temperatures, making two

timed runs on each sample.

* * * * *

S6.6.6 Calculation

(a) Measure the area of each type of

test strip to the nearest square

centimeter. Divide the average change in

mass for each type by the area of that

type.

* * * * *

S6.8.3 Procedure. Obtain the tare

weight of each of the four covered petri

dishes to the nearest 0.01 gram. Place

25±1 ml. of brake fluid in each dish,

replace proper covers and reweigh.

Determine the weight of each brake

fluid test specimen by the difference.

Place the four dishes, each inside its

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

(212°±4° F.) for 46±2 hours. (Note: Do

not simultaneously heat more than one

fluid in the same oven.) Remove the

dishes from the oven, allow to cool to

23°±5° C. (73.4°±9° F.), and weigh.

Return to the oven for an additional

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

the average loss by evaporation is less

than 60 percent, discontinue the

evaporation procedure and proceed

with examination of the residue.

Otherwise, continue this procedure

either until equilibrium is reached as

evidenced by an incremental mass loss

of less than 0.25 gram in 24 hours on all

individual dishes or for a maximum of

7 days. During the heating and weighing

operation, if it is necessary to remove

the dishes from the oven for a period of

longer than 1 hour, the dishes shall be

stored in a desiccator as soon as cooled

to room temperature. Calculate the

percentage of fluid evaporated from

each dish. Examine the residue in the

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

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

fingertip to determine grittiness or

abrasiveness. Combine the residues

from all four dishes in a 118 mL (4-

ounce) oil-sample bottle and store

vertically in a cold chamber at minus

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

Quickly remove the bottle and place in

the horizontal position. The residue

must flow at least 5 mm (0.2 inch) along

the tube within 5 seconds.

* * * * *

S6.10.3 Procedure

(a) At low temperature.

Mix 50±0.5 mL of brake fluid with

50±0.5 mL of SAE RM–66–04

Compatibility Fluid. Pour this mixture

into a centrifuge tube and stopper with

a clean dry cork. Place tube in the cold

chamber maintained at minus 40°±2° C.

(minus 40°±4° F). After 24±2 hours,

remove tube, quickly wipe with a clean

lint-free cloth saturated with ethanol

(isopropanol when testing DOT 5 fluids)

or acetone. Examine the test specimen

for evidence of slugging, sedimentation,

or crystallization. Test fluids, except

DOT 5 SBBF, shall be examined for

stratification.

* * * * *

S6.11.1 Summary of procedure.

Brake fluids, except DOT 5 SBBF, are

activated with a mixture of

approximately 0.2 percent benzoyl

peroxide and 5 percent water. DOT 5

SBBF is humidified in accordance with

S6.2 eliminating determination of the

ERBP, and then approximately 0.2

percent benzoyl peroxide is added. A

corrosion test strip assembly consisting

of cast iron and an aluminum strip

separated by tinfoil squares at each end

is then rested on a piece of SBR WC cup

positioned so that the test strip is half

immersed in the fluid and oven aged at

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

of this period, the metal strips are

examined for pitting, etching, and loss

of mass.

* * * * *
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28933

S6.11.6 Calculation. Determine

corrosion loss by dividing the change in

mass of each metal strip by the total

surface area of each strip measured in

square millimeters (mm2), to the nearest

square millimeter (mm2). Average the

results for the two strips of each type of

metal, rounding to the nearest 0.05 mg.

per 100 square millimeter (mm2). If only

one of the duplicates fails for any

reason, run a second set of duplicate

samples. Both repeat samples shall meet

all requirements of S5.1.11.

* * * * *

S6.13.2 Apparatus and equipment.

* * * * *

(b) Braking pressure actuation

mechanism. An actuating mechanism

for applying a force to the master

cylinder pushrod without side thrust.

The amount of force applied by the

actuating mechanism shall be adjustable

and capable of applying sufficient thrust

to the master cylinder to create a

pressure of at least 6895 kPa (1,000

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

hydraulic gage or pressure recorder,

having a range of at least 0 to 6895 kPa

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

between the master cylinder and the

brake assemblies and shall be provided

with a shutoff valve and with a bleeding

valve for removing air from the

connecting tubing. The actuating

mechanism shall be designed to permit

adjustable stroking rates of

approximately 1,000 strokes per hour.

Use a mechanical or electrical counter

to record the total number of strokes.

* * * * *

S6.13.3 Materials.

* * * * *

(b) Steel tubing. Double wall steel

tubing meeting SAE specification J527.

A complete replacement of tubing is

essential when visual inspection

indicates any corrosion or deposits on

inner surface of tubing. Tubing from

master cylinder to one wheel cylinder

shall be replaced for each test

(minimum length .9 m.) Uniformity in

tubing size is required between master

cylinder and wheel cylinder. The

standard master cylinder has two outlets

for tubing, both of which must be used.

* * * * *

S6.13.4 Preparation of test

apparatus.

* * * * *

(c) Assembly and adjustment of test

apparatus.

(1) When using a shoe and drum type

apparatus, adjust the brake shoe toe

clearances to 1.0±0.1 mm (0.040±0.004

inch). Fill the system with brake fluid,

bleeding all wheel cylinders and the

pressure gage to remove entrapped air.

Operate the actuator manually to apply

a pressure greater than the required

operating pressure and inspect the

system for leaks. Adjust the actuator

and/or pressure relief valve to obtain a

pressure of 6895 kPa±345 kPa (1,000±50

p.s.i.). A smooth pressure stroke pattern

is required when using a shoe and drum

type apparatus. The pressure is

relatively low during the first part of the

stroke and then builds up smoothly to

the maximum stroking pressure at the

end of the stroke, to permit the primary

cup to pass the compensating hole at a

relatively low pressure. Using stroking

fixtures, adjust the actuator and/or

pressure relief valve to obtain a pressure

of 6895 kPa±345 kPa (1,000±50 p.s.i.).

* * * * *

S7.4.2 Procedure. Make hardness

measurements at 23°±2° C. (73.4°±4°F.).

Equilibrate the tester and anvils at this

temperature prior to use. Center brake

cups lip side down on an anvil of

appropriate hardness. Following the

manufacturer’s operating instructions

for the hardness tester, make one

measurement at each of four points 6

mm from the center of the cup and

spaced 90° apart. Average the four

values, and round off to the nearest

IRHD.

* * * * *

S7.5.1 Apparatus.

* * * * *

(b) Centrifuge. A centrifuge capable of

whirling two or more filled centrifuge

tubes at a speed which can be controlled

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

between 600 and 700 at the tip of the

tubes. The revolving head, trunnion

rings, and trunnion cups, including the

rubber cushion, shall withstand the

maximum centrifugal force capable of

being delivered by the power source.

The trunnion cups and cushions shall

firmly support the tubes when the

centrifuge is in motion. Calculate the

speed of the rotating head using this

equation:

r.p.m. = 265[√25.4 x r.c.f./d]

Where:

r.c.f. = Relative centrifugal force, and

d = Diameter of swing, in millimeters,

measured between tips of opposing

tubes when in rotating position.

Table VI shows the relationship

between diameter, swing, relative

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

per minute.

TABLE VI.—ROTATION SPEEDS FOR

CENTRIFUGES OF VARIOUS DIAMETERS

Diameter of swing in

millimeters a

r.p.m. at

600 r.c.f

r.p.m. at

700 r.c.f.

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

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

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

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

a Measured in millimeters between tips of

opposite tubes when in rotating position.

* * * * *

8. Section 571.123 would be amended

by revising S5.2.3 to read as follows:

§ 571.123 Standard No. 123, Motorcycle

controls and displays.

* * * * *

S5.2.3 Control and display

identification. If an item of equipment

in Table 3, Column 1, is provided, the

item and its operational function shall

be identified by:

(a) A symbol substantially in the form

shown in Column 3; or

(b) Wording shown in both Column 2

and Column 4; or

(c) A symbol substantially in the form

shown in Column 3 and wording shown

in both Column 2 and Column 4.

(d) The abbreviations ‘‘M.P.H.’’, ‘‘km/

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

‘‘Res’’ appearing in Column 2 and

Column 4 may be spelled in full.

Symbols and words may be provided for

equipment items where none are shown

in Column 2, Column 3, and Column 4.

Any identification provided shall be

placed on or adjacent to the control or

display position, and shall appear

upright to the operator.

* * * * *

9. In § 571.123, Table 3 ‘‘Motorcycle

Control and Display Identification

Requirements’’ that follows S5.2.5 and

Tables 1 and 2 would be revised to read

as follows:

BILLING CODE 4910–59–P
28934 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

BILLING CODE 4910–59–P
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28935

10. Section 571.202 is amended by

revising S2; revising S4.2; revising S4.3;

revising in S5.1, paragraph (c), and

revising S5.2 to read as follows:

§ 571.202 Standard No. 202, Head

restraints.

* * * * *

S2. Application. This standard

applies to passenger cars, and to

multipurpose passenger vehicles, trucks

and buses with a GVWR of 4,536 kg or

less.

* * * * *

S4.2 Each truck, multipurpose

passenger vehicle and bus with a GVWR

of 4,536 kg or less, shall comply with

S4.3.

S4.3 Performance levels. Except for

school buses, a head restraint that

conforms to either (a) or (b) shall be

provided at each outboard front

designated seating position. For school

buses, a head restraint that conforms to

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

driver’s seating position.

(a) It shall, when tested in accordance

with S5.1, during a forward acceleration

of at least 78 m/s2 on the seat supporting

structure, limit rearward angular

displacement of the head reference line

to 45° from the torso reference line; or

(b) It shall, when adjusted to its fully

extended design position, conform to

each of the following—

(1) When measured parallel to torso

line, the top of the head restraint shall

not be less than 700 mm above the

seating reference point;

(2) When measured either 64 mm

below the top of the head restraint or

635 mm above the seating reference

point, the lateral width of the head

restraint shall be not less than—

(i) 254 mm for use with bench-type

seats; and

(ii) 171 mm for use with individual

seats:

(3) When tested in accordance with

S5.2, the rearmost portion of the head

form shall not be displaced to more than

102 mm perpendicularly rearward of the

displaced extended torso reference line

during the application of the load

specified in S5.2(c); and

(4) When tested in accordance with

S5.2, the head restraint shall withstand

an increasing load until one of the

following occurs:

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

(ii) Application of a load of 890 N.

* * * * *

(c) During forward acceleration

applied to the structure supporting the

seat as described in this paragraph,

measure the maximum rearward angular

displacement between the dummy torso

reference line and head reference line.

When graphically depicted, the

magnitude of the acceleration curve

shall not be less than that of a half-sine

wave having the amplitude of 78 m/s2

and a duration of 80 milliseconds and

not more than that of a half-sine wave

curve having an amplitude of 94 m/s2

and a duration of 96 milliseconds.

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

be demonstrated in accordance with the

following with the head restraint in its

fully extended design position:

(a) Place a test device, having the back

plan dimensions and torso line

(centerline of the head room probe in

full back position), of the three

dimensional SAE J826 manikin, at the

manufacturer’s recommended design

seated position.

(b) Establish the displaced torso

reference line by applying a rearward

moment of 373 Nm moment about the

seating reference point to the seat back

through the test device back pan located

in (a).

(c) After removing the back pan, using

a 165 mm diameter spherical head form

or cylindrical head form having a 165

mm diameter in plan view and a 152

mm height in profile view, apply,

perpendicular to the displaced torso

reference line, a rearward initial load 64

mm below the top of the head restraint

that will produce a 373 Nm moment

about the seating reference point.

(d) Gradually increase this initial load

to 890 N or until the seat or seat back

fails, whichever occurs first.

11. Section 571.203 is amended by

revising S2; revising S4; and revising

S5.1 to read as follows:

§ 571.203 Standard No. 203, Impact

protection for the driver from the steering

control system.

* * * * *

S2. Application. This standard

applies to passenger cars and to

multipurpose passenger vehicles, trucks

and buses with a gross vehicle weight

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

does not apply to vehicles that conform

to the frontal barrier crash requirements

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

571.208) by means of other than seat

belt assemblies. It also does not apply to

walk-in vans.

* * * * *

S4. Requirements. Each passenger car

and each multipurpose passenger

vehicle, truck and bus with a gross

vehicle weight rating of 4,536 kg or less

manufactured on or after September 1,

1981 shall meet the requirements of

S5.1 and S5.2.

S5. Impact protection requirements.

S5.1 Except as provided in this

paragraph, the steering control system of

any vehicle to which this standard

applies shall be impacted in accordance

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

control system of any such vehicle

manufactured on or before August 31,

1996, may be impacted in accordance

with S5.1(b).

(a) When the steering control system

is impacted by a body block in

accordance with SAE Recommended

Practice J944 JUN80 Steering Control

System—Passenger Car—Laboratory

Test Procedure, at a relative velocity of

24.1 km/h, the impact force developed

on the chest of the body block

transmitted to the steering control

system shall not exceed 11,110 N,

except for intervals whose cumulative

duration is not more than 3

milliseconds.

(b) When the steering control system

is impacted in accordance with Society

of Automotive Engineers Recommended

Practice J944, ‘‘Steering Wheel

Assembly Laboratory Test Procedure,’’

December 1965, or an approved

equivalent, at a relative velocity of 24

km/h, the impact force developed on the

chest of the body block transmitted to

the steering control system shall not

exceed 11,120 N, except for intervals

whose cumulative duration is not more

than 3 milliseconds.

* * * * *

12. Section 571.204 is amended by

revising S4.2 to read as follows:

§ 571.204 Standard No. 204, Steering

control rearward displacement.

* * * * *

S4.2 Vehicles manufactured on or

after September 1, 1991. When a

passenger car or a truck, bus or

multipurpose passenger vehicle with a

gross vehicle weight rating of 4,536 kg

or less and an unloaded vehicle weight

of 2,495 kg or less is tested under the

conditions of S5 in a 48.3 km/h

perpendicular impact into a fixed

collision barrier, the upper end of the

steering column and shaft in the vehicle

shall not be displaced more than 127

mm in a horizontal rearward direction

parallel to the longitudinal axis of the

vehicle. The amount of displacement

shall be measured relative to an

undisturbed point on the vehicle and

shall represent the maximum dynamic

movement of the upper end of the

steering column and shaft during the

crash test.

* * * * *

13. Section 571.207 is amended by

revising S5.1.2 to read as follows:

§ 571.207 Standard No. 207, Seating

systems.

* * * * *

S5.1.2 If the seat back and the seat

bench are attached to the vehicle by

different attachments, attach to each
28936 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

component a fixture capable of

transmitting a force to that component.

Apply forces, in newtons, equal to 20

times the mass of the seat back in

kilograms multiplied by 9.8 m/s2

horizontally through the center of

gravity of the seat back, as shown in

Figure 2 and apply forces, in newtons,

equal to 20 times the mass of the seat

bench in kilograms multiplied by 9.8 m/

s2 horizontally through the center of

gravity of the seat bench, as shown in

Figure 3.

* * * * *

14. Section 571.209 is amended by

revising in S4.1, paragraphs (f) and

(g)(3); revising in S4.2, paragraphs (a),

(b) and (c); revising in S4.3, paragraphs

(c), (d), (e), (g), (h), (i), and (j); revising

S4.4; revising in S5.1, paragraphs (a),

(b), (c), (d), (e), and (f); revising in S5.2,

paragraph (a) except for the NOTE, and

paragraphs (c), (d), (e), (f), (g), (h), (i), (j),

and (k); and revising in S5.3, paragraphs

(a), (b), and (c) to read as follows:

§ 571.209 Standard No. 209, Seat belt

assemblies.

* * * * *

S4.1 (a) * * *

(f) Attachment hardware. A seat belt

assembly shall include all hardware

necessary for installation in a motor

vehicle in accordance with Society of

Automotive Engineers Recommended

Practice J800c, ‘‘Motor Vehicle Seat Belt

Installation,’’ November 1973. However,

seat belt assemblies designed for

installation in motor vehicles equipped

with seat belt assembly anchorages that

do not require anchorage nuts, plates, or

washers, need not have such hardware,

but shall have 7⁄16–20 UNF–2A or 1⁄2–

13UNC–2A attachment bolts or

equivalent metric hardware. The

hardware shall be designed to prevent

attachment bolts and other parts from

becoming disengaged from the vehicle

while in service. Reinforcing plates or

washers furnished for universal floor,

installations shall be of steel, free from

burrs and sharp edges on the peripheral

edges adjacent to the vehicle, at least 1.5

mm in thickness and at least 2580 mm2

in projected area. The distance between

any edge of the plate and the edge of the

bolt hole shall be at least 15 mm. Any

corner shall be rounded to a radius of

not less than 6 mm or cut so that no

corner angle is less than 135° and no

side is less than 6 mm in length.

(g) Adjustment. * * *

(3) The adult occupants referred to in

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

measurements:

5th percentile adult female95th percentile

adult male

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

Erect sitting

height.

785 mm ....... 965 mm.

Hip breadth (sitting).325 mm ....... 419 mm.

Hip circumference (sitting).925 mm ....... 1199 mm.

Waist circumference (sitting).599 mm ....... 1080 mm.

Chest depth ....... 190 mm ....... 267 mm.

Chest circumference:

Nipple ............. 775 mm ....... 1130 mm.

Upper ............. 757 mm ....... 1130 mm.

Lower ............. 676 mm ....... 1130 mm.

* * * * *

S4.2 Requirements for webbing.

(a) Width. The width of the webbing

in a seat belt assembly shall be not less

than 46 mm, except for portions that do

not touch a 95th percentile adult male

with the seat in any adjustment position

and the seat back in the manufacturer’s

nominal design riding position when

measured under the conditions

prescribed in S5.1(a).

(b) Breaking strength. The webbing in

a seat belt assembly shall have not less

than the following breaking strength

when tested by the procedures specified

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

26.7 kN; Type 2 seat belt assembly—

22.2 kN for webbing pelvic restraint and

17.8 kN for webbing in upper torso

restraint.

(c) Elongation. Except as provided in

S4.5, the webbing in a seat belt

assembly shall not extend to more than

the following elongation when subjected

to the specified forces in accordance

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

Type 1 seat belt assembly—20 percent at

11,120 N; Type 2 seat belt assembly 30

percent at 11,120 N for webbing in

pelvic restraint and 40 percent at 11,120

N for webbing in upper torso restraint.

* * * * *

(c) Attachment hardware. (1) Eye

bolts, shoulder bolts, or other bolt used

to secure the pelvic restraint of seat belt

assembly to a motor vehicle shall

withstand a force of 40,034 N when

tested by the procedure specified in

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

of a seat belt assembly designed for

installation in specific models of motor

vehicles in which the ends of two or

more seat belt assemblies cannot be

attached to the vehicle by a single bolt

shall have breaking strength of not less

than 22,241 N.

(2) Other attachment hardware

designed to receive the ends of two seat

belt assemblies shall withstand a tensile

force of at least 26,689 N without

fracture of a section when tested by the

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

(3) A seat belt assembly having single

attachment hooks of the quickdisconnect type for connecting webbing

to an eye bolt shall be provided with a

retaining latch or keeper which shall not

move more than 2 mm in either the

vertical or horizontal direction when

tested by the procedure specified in

S5.2(c)(3).

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

a Type 1 or Type 2 seat belt assembly

shall release when a force of not more

than 133 N is applied.

(2) A buckle designed for pushbutton

application of buckle release force shall

have a minimum area of 452 mm2 with

a minimum linear dimension of 10 mm

for applying the release force, or a

buckle designed for lever application of

buckle release force shall permit the

insertion of a cylinder 10 mm in

diameter and 38 mm in length to at least

the midpoint of the cylinder along the

cylinder’s entire length in the actuation

portion of the buckle release. A buckle

having other design for release shall

have adequate access for two or more

fingers to actuate release.

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

seat belt assembly shall not release

under a compressive force of 1779 N

applied as prescribed in paragraph

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

and shall meet the applicable

requirement of paragraph S4.4 after the

compressive force has been removed.

(e) Adjustment force. The force

required to decrease the size of a seat

belt assembly shall not exceed 49 N

when measured by the procedure

specified in S5.2(e).

* * * * *

(g) Buckle latch. The buckle latch of

a seat belt assembly when tested by the

procedure specified in S5.2(g) shall not

fail, nor gall or wear to an extent that

normal latching and unlatching is

impaired, and a metal-to-metal buckle

shall separate when in any position of

partial engagement by a force of not

more than 22 N.

(h) Nonlocking retractor. The webbing

of a seat belt assembly shall extend from

a nonlocking retractor within 6 mm of

maximum length when a tension is

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

nonlocking retractor on upper torso

restraint shall be attached to the

nonadjustable end of the assembly, the

reel of the retractor shall be easily

visible to an occupant while wearing the

assembly, and the maximum retraction

force shall not exceed 5 N in any strap

or webbing that contacts the shoulder

when measured by the procedure
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28937

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

is attached to the free end of webbing

which is not subjected to any tension

during restraint of an occupant by the

assembly.

(i) Automatic-locking retractor. The

webbing of a seat belt assembly

equipped with an automatic locking

retractor, when tested by the procedure

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

than 25 mm between locking positions

of the retractor, and shall be retracted

with a force under zero acceleration of

not less than 3 N when attached to

pelvic restraint, and not less that 2 N

nor more than 5 N in any strap or

webbing that contacts the shoulders of

an occupant when the retractor is

attached to upper torso restraint. An

automatic locking retractor attached to

upper torso restraint shall not increase

the restraint on the occupant of the seat

belt assembly during use in a vehicle

traveling over rough roads as prescribed

in S5.2(i).

(j) Emergency-locking retractor. An

emergency-locking retractor of a Type 1

or Type 2 seat belt assembly, when

tested in accordance with the

procedures specified in paragraph

S5.2(j)—

(1) Shall lock before the webbing

extends 25 mm when the retractor is

subjected to an acceleration of 7 m/s2;

(2) Shall not lock, if the retractor is

sensitive to webbing withdrawal, before

the webbing extends 51 mm when the

retractor is subjected to an acceleration

of 3 m/s2 or less;

(3) Shall not lock, if the retractor is

sensitive to vehicle acceleration, when

the retractor is rotated in any direction

to any angle of 15° or less from its

orientation in the vehicle;

(4) Shall exert a retractive force of at

least 3 N under zero acceleration when

attached only to the pelvic restraint;

(5) Shall exert a retractive force of not

less than 1 N and not more than 5 N

under zero acceleration when attached

only to an upper torso restraint;

(6) Shall exert a retractive force of not

less than 1 N and not more than 7 N

under zero acceleration when attached

to a strap or webbing that restrains both

the upper torso and the pelvis.

* * * * *

S4.4 Requirements for assembly

performance.

(a) Type I seat belt assembly. Except

as provided in S4.5, the complete seat

belt assembly including webbing, straps,

buckles, adjustment and attachment

hardware, and retractors shall comply

with the following requirements when

tested by the procedures specified in

S5.3(a):

(1) The assembly loop shall withstand

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

is, each structural component of the

assembly shall withstand a force of not

less than 1,120 N.

(2) The assembly loop shall extend

not more than 7 inches or 178 mm when

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

the length of the assembly between

anchorages shall not increase more than

356 mm.

(3) Any webbing cut by the hardware

during test shall have a breaking

strength at the cut of not less than

18,683 N.

(4) Complete fracture through any

solid section of metal attachment

hardware shall not occur during test.

(b) Type 2 seat belt assembly. Except

as provided in S4.5, the components of

a Type 2 seat belt assembly including

webbing, straps, buckles, adjustment

and attachment hardware, and retractors

shall comply with the following

requirements when tested by the

procedure specified in S5.3(b):

(1) The structural components in the

pelvic restraint shall withstand a force

of not less than 11,120 N.

(2) The structural components in the

upper torso restraint shall withstand a

force of not less than 6,672 N.

(3) The structural components in the

assembly that are common to pelvic and

upper torso restraints shall withstand a

force of not less than 13,345 N.

(4) The length of the pelvic restraint

between anchorages shall not increase

more than 508 mm when subjected to a

force of 11,120 N.

(5) The length of the upper torso

restraint between anchorages shall not

increase more than 508 mm when

subjected to a force of 6,672 N.

(6) Any webbing cut by the hardware

during test shall have a breaking

strength of not less than 15,569 N at a

cut in webbing of the pelvic restraint, or

not less than 12,455 N at a cut in

webbing of the upper torso restraint.

(7) Complete fracture through any

solid section of metal attachment

hardware shall not occur during test.

* * * * *

S5. Demonstration procedures.

S5.1 Webbing—(a) Width. The width

of webbing from three seat belt

assemblies shall be measured after

conditioning for at least 24 hours in an

atmosphere having relative humidity

between 48 and 67 percent and a

temperature of 23° ±2°C. The tension

during measurement of width shall be

not more than 22 N on webbing from a

Type 1 seat belt assembly, and 9786 N

± 450 N on webbing from a Type 2 seat

belt assembly. The width of webbing

from a Type 2 seat belt assembly may

be measured during the breaking

strength test described in paragraph (b)

of this section.

(b) Breaking strength. Webbing from

three seat belt assemblies shall be

conditioned in accordance with

paragraph (a) of this section and tested

for breaking strength in a testing

machine of capacity verified to have an

error of not more than one percent in

the range of the breaking strength of the

webbing in accordance with American

Society for Testing and Materials E4–79

‘‘Standard Methods of Load Verification

of Testing Machines.’’ The machine

shall be equipped with split drum grips

illustrated in Figure 1, having a

diameter between 51 and 102 mm. The

rate of grip separation shall be between

51 and 102 mm per minute. The

distance between the centers of the grips

at the start of the test shall be between

102 and 254 mm. After placing the

specimen in the grips, the webbing shall

be stretched continuously at a uniform

rate to failure. Each value shall be not

less than the applicable breaking

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

median value shall be used for

determining the retention of breaking

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

this section.

(c) Elongation. Elongation shall be

measured during the breaking strength

test described in paragraph (b) of this

section by the following procedure: A

preload between 196 N and 245 N shall

be placed on the webbing mounted in

the grips of the testing machine and the

needle points of an extensometer, in

which the points remain parallel during

test, are inserted in the center of the

specimen. Initially the points shall be

set at a known distance apart between

102 and 203 mm. When the force on the

webbing reaches the value specified in

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

points of the extensometer shall be

measured and the percent elongation

shall be calculated to the nearest 0.5

percent. Each value shall be not more

than the appropriate elongation

requirement in S4.2(c).

(d) Resistance to abrasion. The

webbing from three seat belt assemblies

shall be tested for resistance to abrasion

by rubbing over the hexagon bar

prescribed in Figure 2 in the following

manner: The webbing shall be mounted

in the apparatus shown schematically in

Figure 2. One end of the webbing (A)

shall be attached to a mass (B) of 2.35

kg ± .05 kg, except that a mass of 1.5 kg

± .05 kg shall be used for webbing in

pelvic and upper torso restraints of a

belt assembly used in a child restraint

system. The webbing shall be passed

over the two new abrading edges of the

hexagon bar (C) and the other end

attached to an oscillating drum (D)

which has a stroke of 330 mm. Suitable

guides shall be used to prevent
28938 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

movement of the webbing along the axis

of hexagonal bar C. Drum D shall be

oscillated for 5,000 strokes or 2,500

cycles at a rate of 60 ± 2 strokes per

minute or 30 ± 1 cycles per minute. The

abraded webbing shall be conditioned

as prescribed in paragraph (a) of this

section and tested for breaking strength

by the procedure described in paragraph

(b) of this section. The median values

for the breaking strengths determined on

abraded and unabraded specimens shall

be used to calculate the percentage of

breaking strength retained.

(e) Resistance to light. Webbing at

least 508 mm in length from three seat

belt assemblies shall be suspended

vertically on the inside of the specimen

track in a Type E carbon-arc light

exposure apparatus described in

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

With and Without Water for Exposure of

Nonmetallic Materials, ASTM

Designation: G23 81, published by the

American Society for Testing and

Materials, except that the filter used for

100 percent polyester yarns shall be

chemically strengthened soda-lime glass

with a transmittance of less than 5

percent for wave lengths equal to or less

than 305 nanometers and 90 percent or

greater transmittance for wave lengths of

375 to 800 nanometers. The apparatus

shall be operated without water spray at

an air temperature of 60° ± 2° Celsius

(°C) measured at a point 25 ± 5 mm

outside the specimen rack and midway

in height. The temperature sensing

element shall be shielded from

radiation. The specimens shall be

exposed to light from the carbon-arc for

100 hours and then conditioned as

prescribed in paragraph (a) of this

section. The colorfastness of the

exposed and conditioned specimens

shall be determined on the Geometric

Gray Scale issued by the American

Association of Textile Chemists and

Colorists. The breaking strength of the

specimens shall be determined by the

procedure prescribed in paragraph (b) of

this section. The median values for the

breaking strengths determined on

exposed and unexposed specimens shall

be used to calculate the percentage of

breaking strength retained.

(f) Resistance to micro-organisms.

Webbing at least 508 millimeters (mm)

in length from three seat belt assemblies

shall first be preconditioned in

accordance with Appendix A(1) and (2)

of American Association of Textile

Chemists and Colorists Test Method

381, ‘‘Fungicides Evaluation on

Textiles; Mildew and Rot Resistance of

Textiles,’’ and then subjected to Test I,

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

After soil-burial for a period of 2 weeks,

the specimen shall be washed in water,

dried and conditioned as prescribed in

paragraph (a) of this section. The

breaking strengths of the specimens

shall be determined by the procedure

prescribed in paragraph (b) of this

section. The median values for the

breaking strengths determined on

exposed and unexposed specimens shall

be used to calculate the percentage of

breaking strength retained.

Note: This test shall not be required on

webbing made from material which is

inherently resistant to micro-organisms.

* * * * *

S5.2 Hardware.

(a) Corrosion resistance. Three seat

belt assemblies shall be tested in

accordance with American Society for

Testing and Materials B11773,

‘‘Standard Method of Salt Spray (Fog)

Testing.’’ Any surface coating or

material not intended for permanent

retention on the metal parts during

service life shall be removed prior to

preparation of the test specimens for

testing. The period of test shall be 50

hours for all attachment hardware at or

near the floor, consisting of two periods

of 24 hours exposure to salt spray

followed by 1 hour drying and 25 hours

for all other hardware, consisting of one

period of 24 hours exposure to salt

spray followed by 1 hour drying. In the

salt spray test chamber, the parts from

the three assemblies shall be oriented

differently, selecting those orientations

most likely to develop corrosion on the

larger areas. At the end of test, the seat

belt assembly shall be washed

thoroughly with water to remove the

salt. After drying for at least 24 hours

under standard laboratory conditions

specified in S5.1(a) attachment

hardware shall be examined for ferrous

corrosion on significant surfaces, that is,

all surfaces that can be contacted by a

sphere 19 mm in diameter, and other

hardware shall be examined for ferrous

and nonferrous corrosion which may be

transferred, either directly or by means

of the webbing, to a person or his

clothing during use of a seat belt

assembly incorporating the hardware.

* * * * *

(c) Attachment hardware. (1)

Attachment bolts used to secure the

pelvic restraint of a seat belt assembly

to a motor vehicle shall be tested in a

manner similar to that shown in Figure

3. The load shall be applied at an angle

of 45° to the axis of the bolt through

attachment hardware from the seat belt

assembly, or through a special fixture

which simulates the loading applied by

the attachment hardware. The

attachment hardware or simulated

fixture shall be fastened by the bolt to

the anchorage shown in Figure 3, which

has a standard 7⁄16–20UNF–2B or 1⁄2-

UNF–2B or metric equivalent threaded

hole in a hardened steel plate at least 10

mm in thickness. The bolt shall be

installed with two full threads exposed

from the fully seated position. The

appropriate force required by S4.3(c)

shall be applied. A bolt from each of

three seat belt assemblies shall be

tested.

(2) Attachment hardware, other than

bolts, designed to receive the ends of

two seat belt assemblies shall be

subjected to a tensile force of 26,689 N

in a manner simulating use. The

hardware shall be examined for fracture

after the force is released. Attachment

hardware from three seat belt assemblies

shall be tested.

(3) Single attachment hook for

connecting webbing to any eye bolt

shall be tested in the following manner:

The hook shall be held rigidly so that

the retainer latch or keeper, with cotter

pin or other locking device in place, is

in a horizontal position as shown in

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

be applied vertically as near as possible

to the free end of the retainer latch, and

the movement of the latch by this force

at the point of application shall be

measured. The vertical force shall be

released, and a force of 667 N ± 9 N

shall be applied horizontally as near as

possible to the free end of the retainer

latch. The movement of the latch by this

force at the point of load application

shall be measured. Alternatively, the

hook may be held in other positions,

provided the forces are applied and the

movements of the latch are measured at

the points indicated in Figure 4. A

single attachment hook from each of

three seat belt assemblies shall be

tested.

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

assemblies shall be tested to determine

compliance with the maximum buckle

release force requirements, following

the assembly test in S5.3. After

subjection to the force applicable for the

assembly being tested, the force shall be

reduced and maintained at 667 N on the

assembly loop of a Type 1 seat belt

assembly, 334 N the components of a

Type 2 seat belt assembly. The buckle

release force shall be measured by

applying a force on the buckle in a

manner and direction typical of those

which would be employed by a seat belt

occupant. For push button-release

buckles, the force shall be applied at

least 3 mm from the edge of the push

button access opening of the buckle in

a direction that produces maximum

releasing effect. For lever-release

buckles, the force shall be applied on

the centerline of the buckle lever or
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28939

finger tab in a direction that produces

maximum releasing effect.

(2) The area for application of release

force on pushbutton actuated buckle

shall be measured to the nearest 30

mm2. The cylinder specified in S4.3(d)

shall be inserted in the actuation

portion of a lever released buckle for

determination of compliance with the

requirement. A buckle with other

release actuation shall be examined for

access of release by fingers.

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

seat belt assembly shall be subjected to

a compressive force of 1779 N applied

anywhere on a test line that is

coincident with the center line of the

belt extended through the buckle or on

any line that extends over the center of

the release mechanism and intersects

the extended centerline of the belt at an

angle of 60°. The load shall be applied

by using a curved cylindrical bar having

a cross section diameter of 19 mm and

a radius of curvature of 152 mm, placed

with its longitudinal center line along

the test line and its center directly above

the point or the buckle to which the

load will be applied. The buckle shall

be latched, and a tensile force of 334 N

shall be applied to the connected

webbing during the application of the

compressive force. Buckles from three

seat belt assemblies shall be tested to

determine compliance with paragraph

S4.3(d)(3).

(e) Adjustment Force. Three seat belt

assemblies shall be tested for

adjustment force on the webbing at the

buckle, or other manual adjusting

device normally used to adjust the size

of the assembly. With no load on the

anchor end, the webbing shall be drawn

through the adjusting device at a rate of

508 mm ±5 mm per minute and the

maximum force shall be measured to the

nearest 1 N after the first 25 mm of

webbing movement. The webbing shall

be precycled 10 times prior to

measurement.

(f) Tilt-lock adjustment. This test shall

be made on buckles or other manual

adjusting devices having tilt-lock

adjustment normally used to adjust the

size of the assembly. Three buckles or

devices shall be tested. The base of the

adjustment mechanism and the anchor

end of the webbing shall be oriented in

planes normal to each other. The

webbing shall be drawn through the

adjustment mechanism in a direction to

increase belt length at a rate of 508 mm

±50 mm per minute while the plane of

the base is slowly rotated in a direction

to lock the webbing. Rotation shall be

stopped when the webbing locks, but

the pull on the webbing shall be

continued until there is a resistance of

at least 89 N. The locking angle between

the anchor end of the webbing and the

base of the adjustment mechanism shall

be measured to the nearest degree. The

webbing shall be precycled 10 times

prior to measurement.

(g) Buckle latch. The buckles from

three seat belt assemblies shall be

opened fully and closed at least 10

times. Then the buckles shall be

clamped or firmly held against a flat

surface so as to permit normal

movement of buckle part, but with the

metal mating plate (metal-to-metal

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

buckle. The release mechanism shall be

moved 200 times through the maximum

possible travel against its stop with a

force of 133 N ±13 N at a rate not to

exceed 30 cycles per minute. The buckle

shall be examined to determine

compliance with the performance

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

determine whether partial engagement

is possible by means of any technique

representative of actual use. If partial

engagement is possible, the maximum

force of separation when in such partial

engagement shall be determined.

(h) Nonlocking retractor. After the

retractor is cycled 10 times by full

extension and retraction of the webbing,

the retractor and webbing shall be

suspended vertically and a force of 18

N shall be applied to extend the

webbing from the retractor. The force

shall be reduced to 13 N when attached

to a pelvic restraint, or to 5 N per strap

or webbing that contacts the shoulder of

an occupant when retractor is attached

to an upper torso restraint. The residual

extension of the webbing shall be

measured by manual rotation of the

retractor drum or by disengaging the

retraction mechanism. Measurements

shall be made on three retractors. The

location of the retractor attached to

upper torso restraint shall be examined

for visibility of reel during use of seat

belt assembly in a vehicle.

Note: This test shall not be required on a

nonlocking retractor attached to the free end

of webbing which is not subjected to any

tension during restraint of an occupant by the

assembly.

(i) Automatic-locking retractor. Three

retractors shall be tested in a manner to

permit the retraction force to be

determined exclusive of the

gravitational forces on hardware or

webbing being retracted. The webbing

shall be fully extended from the

retractor. While the webbing is being

retracted, the average force or retraction

within plus or minus 51 mm of 75

percent extension (25 percent retraction)

shall be determined and the webbing

movement between adjacent locking

segments shall be measured in the same

region of extension. A seat belt assembly

with automatic locking retractor in

upper torso restraint shall be tested in

a vehicle in a manner prescribed by the

installation and usage instructions. The

retraction force on the occupant of the

seat belt assembly shall be determined

before and after traveling for 10 minutes

at a speed of 24 kilometers per hour

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

Belgian block road) where the occupant

is subjected to displacement with

respect to the vehicle in both horizontal

and vertical directions. Measurements

shall be made with the vehicle stopped

and the occupant in the normal seated

position.

(j) Emergency-locking retractor. A

retractor shall be tested in a manner that

permits the retraction force to be

determined exclusive of the

gravitational forces on hardware or

webbing being retracted. The webbing

shall be fully extended from the

retractor, passing over or through any

hardware or other material specified in

the installation instructions. While the

webbing is being retracted, the lowest

force of retraction within plus or minus

51 mm of 75 percent extension shall be

determined. A retractor that is sensitive

to webbing withdrawal shall be

subjected to an acceleration of 3m/s2

within a period of 50 milliseconds (ms)

while the webbing is at 75 percent

extension, to determine compliance

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

subjected to an acceleration of 7 m/s2

within a period of 50 milliseconds (ms),

while the webbing is at 75 percent

extension, and the webbing movement

before locking shall be measured under

the following conditions: For a retractor

sensitive to webbing withdrawal, the

retractor shall be accelerated in the

direction of webbing retraction while

the retractor drum’s central axis is

oriented horizontally and at angles of

45°, 90°, 135°, and 180° to the

horizontal plane. For a retractor

sensitive to vehicle acceleration, the

retractor shall be:

(1) Accelerated in the horizontal

plane in two directions normal to each

other, while the retractor drum’s central

axis is oriented at the angle at which it

is installed in the vehicle; and,

(2) Accelerated in three directions

normal to each other while the retractor

drum’s central axis is oriented at angles

of 45°, 90°, 135°, and 180° from the

angle at which it is installed in the

vehicle, unless the retractor locks by

gravitational force when tilted in any

direction to any angle greater than 45°

from the angle at which it is installed in

the vehicle.
28940 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

(k) Performance of retractor. After

completion of the corrosion-resistance

test described in paragraph (a) of this

section, the webbing shall be fully

extended and allowed to dry for at least

24 hours under standard laboratory

conditions specified in S5.1(a). The

retractor shall be examined for ferrous

and nonferrous corrosion which may be

transferred, either directly or by means

of the webbing, to a person or his

clothing during use of a seat belt

assembly incorporating the retractor,

and for ferrous corrosion on significant

surfaces if the retractor is part of the

attachment hardware. The webbing

shall be withdrawn manually and

allowed to retract for 25 cycles. The

retractor shall be mounted in an

apparatus capable of extending the

webbing fully, applying a force of 89 N

at full extension, and allowing the

webbing to retract freely and

completely. The webbing shall be

withdrawn from the retractor and

allowed to retract repeatedly in this

apparatus until 2,500 cycles are

completed. The retractor and webbing

shall then be subjected to the

temperature resistance test prescribed in

paragraph (b) of this section. The

retractor shall be subjected to 2,500

additional cycles of webbing

withdrawal and retraction. Then, the

retractor and webbing shall be subjected

to dust in a chamber similar to one

illustrated in Figure 8 containing about

0.9 kg of coarse grade dust conforming

to the specification given in Society of

Automotive Engineering Recommended

Practice J726, ‘‘Air Cleaner Test Code’’

Sept. 1979. The dust shall be agitated

every 20 minutes for 5 seconds by

compressed air, free of oil and moisture,

at a gage pressure of 550 ±55 kPa

entering through an orifice 1.5 ± 0.1 mm

in diameter. The webbing shall be

extended to the top of the chamber and

kept extended at all times except that

the webbing shall be subjected to 10

cycles of complete retraction and

extension within 1 to 2 minutes after

each agitation of the dust. At the end of

5 hours, the assembly shall be removed

from the chamber. The webbing shall be

fully withdrawn from the retractor

manually and allowed to retract

completely for 25 cycles. An automaticlocking retractor or a nonlocking

retractor attached to pelvic restraint

shall be subjected to 5,000 additional

cycles of webbing withdrawal and

retraction. An emergency locking

retractor or a nonlocking retractor

attached to upper torso restraint shall be

subjected to 45,000 additional cycles of

webbing withdrawal and retraction

between 50 and 100 per cent extension.

The locking mechanism of an

emergency locking retractor shall be

actuated at least 10,000 times within 50

to 100 percent extension of webbing

during the 50,000 cycles. At the end of

test, compliance of the retractors with

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

and (j) shall be determined. Three

retractors shall be tested for

performance.

S5.3 Assembly performance—(a)

Type 1 seat belt assembly. Three

complete seat belt assemblies, including

webbing, straps, buckles, adjustment

and attachment hardware, and

retractors, arranged in the form of a loop

as shown in Figure 5, shall be tested in

the following manner:

(1) The testing machine shall conform

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

A double-roller block shall be attached

to one head of the testing machine. This

block shall consist of two rollers 102

mm in diameter and sufficiently long so

that no part of the seat belt assembly

touches parts of the block other than the

rollers during test. The rollers shall be

mounted on antifriction bearings and

spaced 305 mm between centers, and

shall have sufficient capacity so that

there is no brinelling, bending or other

distortion of parts which may affect the

results. An anchorage bar shall be

fastened to the other head of the testing

machine.

(2) The attachment hardware

furnished with the seat belt assembly

shall be attached to the anchorage bar.

The anchor points shall be spaced so

that the webbing is parallel in the two

sides of the loop. The attaching bolts

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

or 90° to the webbing, whichever results

in an angle nearest to 90° between

webbing and attachment hardware

except that eye bolts shall be vertical,

and attaching bolts or nonthreaded

anchorages of a seat belt assembly

designed for use in specific models of

motor vehicles shall be installed to

produce the maximum angle in use

indicated by the installation

instructions, utilizing special fixtures if

necessary to simulate installation in the

motor vehicle. Rigid adapters between

anchorage bar and attachment hardware

shall be used if necessary to locate and

orient the adjustment hardware. The

adapters shall have a flat support face

perpendicular to the threaded hole for

the attaching bolt and adequate in area

to provide full support for the base of

the attachment hardware connected to

the webbing. If necessary, a washer shall

be used under a swivel plate or other

attachment hardware to prevent the

webbing from being damaged as the

attaching bolt is tightened.

(3) The length of the assembly loop

from attaching bolt to attaching bolt

shall be adjusted to about 1295 mm, or

as near thereto as possible. A force of

245 N shall be applied to the loop to

remove any slack in webbing at

hardware. The force shall be removed

and the heads of the testing machine

shall be adjusted for an assembly loop

between 1220 and 1270 mm in length.

The length of the assembly loop shall

then be adjusted by applying a force

between 89 and 98 N to the free end of

the webbing at the buckle, or by the

retraction force of an automatic-locking

or emergency-locking retractor. A seat

belt assembly that cannot be adjusted to

this length shall be adjusted as closely

as possible. An automatic-locking or

emergency locking retractor when

included in a seat belt assembly shall be

locked at the start of the test with a

tension on the webbing slightly in

excess of the retractive force in order to

keep the retractor locked. The buckle

shall be in a location so that it does not

touch the rollers during test, but to

facilitate making the buckle release test

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

the rollers or near a roller in one leg.

(4) The heads of the testing machine

shall be separated at a rate between 51

and 102 mm per minute until a force of

22,241 ± 222 N is applied to the

assembly loop. The extension of the

loop shall be determined from

measurements of head separation before

and after the force is applied. The force

shall be decreased to 667 ± 45 N and the

buckle release force measured as

prescribed in S5.2(d).

(5) After the buckle is released, the

webbing shall be examined for cutting

by the hardware. If the yarns are

partially or completely severed in a line

for a distance of 10 percent or more of

the webbing width, the cut webbing

shall be tested for breaking strength as

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

the free length between grips. If there is

insufficient webbing on either side of

the cut to make such a test for breaking

strength, another seat belt assembly

shall be used with the webbing

repositioned in the hardware. A tensile

force of 11,120 ± 111 N shall be applied

to the components or a force of 22,241

± 222 N shall be applied to the assembly

loop. After the force is removed, the

breaking strength of the cut webbing

shall be determined as prescribed above.

(6) If a Type 1 seat belt assembly

includes an automatic-locking retractor

or an emergency-locking retractor, the

webbing and retractor shall be subjected

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

the webbing fully extended from the

retractor.
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28941

(7) If a seat belt assembly has a buckle

in which the tongue is capable of

inverted insertion, one of the three

assemblies shall be tested with the

tongue inverted.

(b) Type 2 seat belt assembly.

Components of three seat belt

assemblies shall be tested in the

following manner:

(1) The pelvic restraint between

anchorages shall be adjusted to a length

between 1220 and 1270 mm, or as near

this length as possible if the design of

the pelvic restraint does not permit its

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

when included in a seat belt assembly

shall be locked at the start of the test

with a tension on the webbing slightly

in excess of the retractive force in order

to keep the retractor locked. The

attachment hardware shall be oriented

to the webbing as specified in paragraph

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

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

shall be applied on the components in

any convenient manner and the

extension between anchorages under

this force shall be measured. The force

shall be reduced to 334 ± 22 N and the

buckle release force measured as

prescribed in S5.2(d).

(2) The components of the upper torso

restraint shall be subjected to a tensile

force of 6,672 ± 67 N following the

procedure prescribed above for testing

pelvic restraint and the extension

between anchorages under this force

shall be measured. If the testing

apparatus permits, the pelvic and upper

torso restraints may be tested

simultaneously. The force shall be

reduced to 334 ± 22 N and the buckle

release force measured as prescribed in

S5.2(d).

(3) Any component of the seat belt

assembly common to both pelvic and

upper torso restraint shall be subjected

to a tensile force of 13,344 ± 134 N.

(4) After the buckle is released in tests

of pelvic and upper torso restraints, the

webbing shall be examined for cutting

by the hardware. If the yarns are

partially or completely severed in a line

for a distance of 10 percent or more of

the webbing width, the cut webbing

shall be tested for breaking strength as

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

the free length between grips. If there is

insufficient webbing on either side of

the cut to make such a test for breaking

strength, another seat belt assembly

shall be used with the webbing

repositioned in the hardware. The force

applied shall be 11,120 ± 111 N for

components of pelvic restraint, and

6,672 ± 67 N for components of upper

torso restraint. After the force is

removed, the breaking strength of the

cut webbing shall be determined as

prescribed above.

(5) If a Type 2 seat belt assembly

includes an automatic-locking retractor

or an emergency-locking retractor the

webbing and retractor shall be subjected

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

the webbing fully extended from the

retractor, or to a tensile force of 6,672

± 67 N with the webbing fully extended

from the retractor if the design of the

assembly permits only upper torso

restraint forces on the retractor.

(6) If a seat belt assembly has a buckle

in which the tongue is capable of

inverted insertion, one of the three

assemblies shall be tested with the

tongue inverted.

(c) Resistance to buckle abrasion. Seat

belt assemblies shall be tested for

resistance to abrasion by each buckle or

manual adjusting device normally used

to adjust the size of the assembly. The

webbing of the assembly to be used in

this test shall be exposed for 4 hours to

an atmosphere having relative humidity

of 65 per cent and temperature of 18° C.

The webbing shall be pulled back and

forth through the buckle or manual

adjusting device as shown schematically

in Figure 7. The anchor end of the

webbing (A) shall be attached to a mass

(B) of 1.4 kg. The webbing shall pass

through the buckle (C), and the other

end (D) shall be attached to a

reciprocating device so that the webbing

forms an angle of 8° with the hinge stop

(E). The reciprocating device shall be

operated for 2,500 cycles at a rate of 18

cycles per minute with a stroke length

of 203 mm. The abraded webbing shall

be tested for breaking strength by the

procedure described in paragraph

S5.1(b).

* * * * *

15. Section 571.210 is amended by

revising in S4.2.1 the introductory

paragraph; revising S4.2.2; revising

S4.2.4; revising S4.3.1.1; revising

S4.3.1.4; removing S4.3.1.5; revising

S5.1; revising S5.2; and revising in S6,

the introductory sentence, to read as

follows:

§ 571.210 Standard No. 210, Seat belt

assembly anchorages.

* * * * *

S4.2.1 Except as provided in S4.2.5,

and except for side-facing seats, the

anchorages, attachment hardware, and

attachment bolts for any of the following

seat belt assemblies shall withstand a

22,241 N force when tested in

accordance with S5.1 of this standard:

* * * * *

S4.2.2 Except as provided in S4.2.5,

the anchorages, attachment hardware,

and attachment bolts for all Type 2 and

automatic seat belt assemblies that are

installed to comply with Standard No.

208 (49 CFR 571.208) shall withstand

13,345 N forces when tested in

accordance with S5.2.

* * * * *

S4.2.4 Anchorages, attachment

hardware, and attachment bolts shall be

tested by simultaneously loading them

in accordance with the applicable

procedures set forth in S5 of this

standard if the anchorages are either:

(a) For designated seating positions

that are common to the same occupant

seat and that face in the same direction,

or

(b) For laterally adjacent designated

seating positions that are not common to

the same occupant seat, but that face in

the same direction, if the vertical

centerline of the bolt hole for at least

one of the anchorages for one of those

designated seating positions is within

305 mm of the vertical center line of the

bolt hole for an anchorage for one of the

adjacent seating positions.

* * * * *

S4.3.1.1 In an installation in which

the seat belt does not bear upon the seat

frame:

(a) If the seat is a nonadjustable seat,

then a line from the seating reference

point to the nearest contact point of the

belt with the anchorage shall extend

forward from the anchorage at an angle

with the horizontal of not less than 30

degrees and not more than 75 degrees.

(b) If the seat is an adjustable seat,

then a line from a point 64 mm forward

of and 10 mm above the seating

reference point to the nearest contact

point of the belt with the anchorage

shall extend forward from the anchorage

at an angle with the horizontal of not

less than 30 degrees and not more than

75 degrees.

* * * * *

S4.3.1.4 Anchorages for an

individual seat belt assembly shall be

located at least 165 mm apart laterally,

measured between the vertical center

line of the bolt holes or, for designs

using other means of attachment to the

vehicle structure, between the centroid

of such means.

S4.3.1.5 [Reserved]

* * * * *

S5.1 Seats with Type 1 or Type 2

seat belt anchorages. With the seat in its

rearmost position, apply a force of

22,241 N in the direction in which the

seat faces to a pelvic body block as

described in Figure 2A, in a plane

parallel to the longitudinal centerline of

the vehicle, with an initial force

application angle of not less than 5

degrees or more than 15 degrees above

the horizontal. Apply the force at the

onset rate of not more than 222,411 N
28942 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

per second. Attain the 22,241 N force in

not more than 30 seconds and maintain

it for 10 seconds. At the manufacturer’s

option, the pelvic body block described

in Figure 2B may be substituted for the

pelvic body block described in Figure

2A to apply the specified force to the

center set(s) of anchorages for any group

of three or more sets of anchorages that

are simultaneously loaded in

accordance with S4.2.4 of this standard.

S5.2 Seats with Type 2 or automatic

seat belt anchorages. With the seat in its

rearmost position, apply forces of

13,345 N in the direction in which the

seat faces simultaneously to a pelvic

body block, as described in Figure 2A,

and an upper torso body block, as

described in Figure 3, in a plane parallel

to the longitudinal centerline of the

vehicle, with an initial force application

angle of not less than 5 degrees nor

more than 15 degrees above the

horizontal. Apply the forces at the onset

rate of not more than 133,447 N per

second. Attain the 13,345 N force in not

more than 30 seconds and maintain it

for 10 seconds. At the manufacturer’s

option, the pelvic body block described

in Figure 2B may be substituted for the

pelvic body block described in Figure

2A to apply the specified force to the

center set(s) of anchorages for any group

of three or more sets of anchorages that

are simultaneously loaded in

accordance with S4.2.4 of this standard.

* * * * *

S6. Owner’s Manual Information.

The owner’s manual in each vehicle

with a gross vehicle weight rating of

4,536 kg or less manufactured after

September 1, 1987 shall include:

* * * * *

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

for Lap Belt Anchorage’’ would be

removed. Figure 2A ‘‘Body Block for

Lap Belt Anchorage,’’ Figure 2B

‘‘Optional Body Block for Center Seating

Positions,’’ and Figure 3 ‘‘Body Block

for Combination Shoulder and Lap Belt

Anchorage’’ after S5.2, and preceding

S6, would be revised to read as follows:

BILLING CODE 4910–59–P
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28943
28944 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28945

BILLING CODE 4910–59–C
28946 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

17. Section 571.219 is amended by

revising S3; revising S5; revising S6.1;

revising S6.2; and revising in S7.7,

paragraph (b) to read as follows:

§ 571.219 Standard No. 219, Windshield

zone intrusion.

* * * * *

S3. Application. This standard

applies to passenger cars and to

multipurpose passenger vehicles, trucks

and buses of 4,536 kilograms or less

gross vehicle weight rating. However, it

does not apply to forward control

vehicles, walk-in van-type vehicles, or

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

* * * * *

S5. Requirement. When the vehicle

travelling longitudinally forward at any

speed up to and including 48 km/h

impacts a fixed collision barrier that is

perpendicular to the line of travel of the

vehicle, under the conditions of S7, no

part of the vehicle outside the occupant

compartment, except windshield

molding and other components

designed to be normally in contact with

the windshield, shall penetrate the

protected zone template, affixed

according to S6, to a depth of more than

6 mm, and no such part of a vehicle

shall penetrate the inner surface of that

portion of the windshield, within the

DLO, below the protected zone defined

in S6.

S6. Protected zone template.

S6.1 The lower edge of the protected

zone is determined by the following

procedure (See Figure 1).

(a) Place a 165 mm diameter rigid

sphere, with a mass of 6.8 kg in a

position such that it simultaneously

contacts the inner surface of the

windshield glazing and the surface of

the instrument panel, including

padding. If any accessories or

equipment such as the steering control

system obstruct positioning of the

sphere, remove them for the purposes of

this procedure.

(b) Draw the locus of points on the

inner surface of the windshield

contactable by the sphere across the

width of the instrument panel. From the

outermost contactable points, extend the

locus line horizontally to the edges of

the glazing material.

(c) Draw a line on the inner surface of

the windshield below and 13 mm

distant from the locus line.

(d) The lower edge of the protected

zone is the longitudinal projection onto

the outer surface of the windshield of

the line determined in S6.1(c).

S6.2 The protected zone is the space

enclosed by the following surfaces, as

shown in Figure 1:

(a) The outer surface of the

windshield in its precrash

configuration.

(b) The locus of points 76 mm

outward along perpendiculars drawn to

each point on the outer surface of the

windshield.

(c) The locus of lines forming a 45°

angle with the outer surface of the

windshield at each point along the top

and side edges of the outer surface of

the windshield and the lower edge of

the protected zone determined in S6.1,

in the plane perpendicular to the edge

at that point.

* * * * *

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

multipurpose passenger vehicle, truck

or bus is loaded to its unloaded vehicle

weight, plus 136 kg or its rated cargo

and luggage capacity, whichever is less,

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

part 572 of this chapter at each front

outboard designated seating postion and

at any other position whose protection

system is required to be tested by a

dummy under the provisions of

Standard No. 208. Each dummy is

restrained only by means that are

installed for protection at its seating

position. The load is distributed so that

the mass on each axle as measured at

the tire-ground interface is in proportion

to its GAWR. If the mass on any axle

when the vehicle is loaded to its

unloaded vehicle weight plus dummy

mass exceeds the axle’s proportional

share of the test mass, the remaining

mass is placed so that the mass on that

axle remains the same. For the purposes

of this section, unloaded vehicle weight

does not include the mass of workperforming accessories. Vehicles are

tested to a maximum unloaded vehicle

weight of 2,495 kg.

* * * * *

18. Section 571.219 is amended by

revising Figure 1 that follows S7.7 to

read as follows:

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BILLING CODE 4910–59–C
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19. Section 571.220 is amended by

revising S4; revising S5.2; revising S5.4;

revising S5.5; and revising S6.1 to read

as follows:

§ 571.220 Standard No. 220, School bus

rollover protection.

* * * * *

S4. Requirements. When a force in

Newtons equal to 11⁄2 times the

unloaded vehicle weight in kilograms

multiplied by 9.8 m/sec 2 is applied to

the roof of the vehicle’s body structure

through a force application plate as

specified in S5, Test procedures—

(a) The downward vertical movement

at any point on the application plate

shall not exceed 130 mm and

(b) Each emergency exit of the vehicle

provided in accordance with Standard

No. 217 (§ 571.217) shall be capable of

opening as specified in that standard

during the full application of the force

and after release of the force, except that

an emergency exit located in the roof of

the vehicle is not required to be capable

of being opened during the application

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

test specimen) need not meet the

emergency exit opening requirement

after release of force if it is subjected to

the emergency exit opening

requirements during the full application

of the force.

* * * * *

S5.2 Use a flat, rigid, rectangular

force application plate that is measured

with respect to the vehicle roof

longitudinal and lateral centerlines,

(a) In the case of a vehicle with a

GVWR of more than 4,536 kg, 305 mm

shorter than the vehicle roof and 914

mm wide; and

(b) In the case of a vehicle with a

GVWR of 4,536 kg or less, 127 mm

longer and 127 mm wider than the

vehicle roof. For purposes of these

measurements, the vehicle roof is that

structure, seen in the top projected

view, that coincides with the passenger

and driver compartment of the vehicle.

* * * * *

S5.4 Apply an evenly-distributed

vertical force in the downward direction

to the force application plate at any rate

not more than 13 mm per second, until

a force of 2,224 N has been applied.

S5.5 Apply additional vertical force

in the downward direction to the force

application plate at a rate of not more

than 13 mm per second until the force

specified in S4. has been applied, and

maintain this application of force.

* * * * *

S6.1 Temperature. The ambient

temperature is any level between 0° C

and 32° C.

* * * * *

20. Section 571.222 is amended by

revising in S4, the definition of

‘‘contactable surface’’; revising S4.1;

revising in S5., paragraphs (a) and (b);

revising S5.1.2; revising S5.1.3; revising

S5.1.3.1; revising S5.1.3.2; revising

S5.1.3.3; revising S5.1.3.4; revising

S5.1.4; revising S5.1.4.1; revising

S5.1.4.2; revising S5.1.5; revising S5.2;

revising S5.2.1; revising S5.2.3; revising

S5.3.1.1; revising S5.3.1.2; revising

S5.3.1.3; revising S5.3.2.1; revising

S5.3.2.2; revising S6.3; revising S6.5;

revising S6.5.1; revising S6.6; and

revising S6.7 to read as follows:

S571.222 Standard No. 222, School bus

passenger seating and crash protection.

* * * * *

S4. Definitions. Contactable surface

means any surface within the zone

specified in S5.3.1.1 that is contactable

from any direction by the test device

described in S6.6, except any surface on

the front of a seat back or restraining

barrier 76 mm or more below the top of

the seat back or restraining barrier.

* * * * *

S4.1 The number of seating

positions considered to be in a bench

seat is expressed by the symbol W, and

calculated as the bench width in

millimeters divided by 381 and rounded

to the nearest whole number.

S5. Requirements. (a) Each vehicle

with a gross vehicle weight rating of

more than 4,536 kg shall be capable of

meeting any of the requirements set

forth under this heading when tested

under the conditions of S6. However, a

particular school bus passenger seat

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

need not meet further requirements after

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

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

or S5.3.

(b) Each vehicle with a gross vehicle

weight rating of 4,536 kg or less shall be

capable of meeting the following

requirements at all seating positions

other than the driver’s seat:

(1)(A) In the case of vehicles

manufactured before September 1, 1991,

the requirements of §§ 571.208, 571.209,

and 571.210 as they apply to

multipurpose passenger vehicles; or

(B) In the case of vehicles

manufactured on or after September 1,

1991, the requirements of S4.4.3.3 of

§ 571.208 and the requirements of

§§ 571.209 and 571.210 as they apply to

school buses with a gross vehicle weight

rating of 4,536 kg or less; and

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

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

standard. However, the requirements of

§§ 571.208 and 571.210 shall be met at

W seating positions in a bench seat

using a body block as specified in

Figure 2 of this standard, and a

particular school bus passenger seat

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

class need not meet further

requirements after having met S5.1.2

and S5.1.5, or after having been

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

S5.3 of this standard or § 571.210.

* * * * *

S5.1.2 Seat back height and surface

area. Each school bus passenger seat

shall be equipped with a seat back that,

in the front projected view, has a front

surface area above the horizontal plane

that passes through the seating reference

point, and below the horizontal plane

508 mm above the seating reference

point, of not less than 90 percent of the

seat bench width in millimeters

multiplied by 508.

S5.1.3 Seat performance forward.

When a school bus passenger seat that

has another seat behind it is subjected

to the application of force as specified

in S5.1.3.1 and S5.1.3.2, and

subsequently, the application of

additional force to the seat back as

specified in S5.1.3.3 and S5.1.3.4:

(a) The seat back force/deflection

curve shall fall within the zone

specified in Figure 1;

(b) Seat back deflection shall not

exceed 356 mm; (for determination of

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

describes only the force applied through

the upper loading bar, and only the

forward travel of the pivot attachment

point of the upper loading bar,

measured from the point at which the

initial application of 44 N of force is

attained.)

(c) The seat shall not deflect by an

amount such that any part of the seat

moves to within 102 mm of any part of

another school bus passenger seat or

restraining barrier in its originally

installed position;

(d) The seat shall not separate from

the vehicle at any attachment point; and

(e) Seat components shall not separate

at any attachment point.

S5.1.3.1 Position the loading bar

specified in S6.5 so that it is laterally

centered behind the seat back with the

bar’s longitudinal axis in a transverse

plane of the vehicle and in any

horizontal plane between 102 mm above

and 102 mm below the seating reference

point of the school bus passenger seat

behind the test specimen.

S5.1.3.2 Apply a force of 3,114W

newtons horizontally in the forward

direction through the loading bar at the

pivot attachment point. Reach the

specified load in not less than 5 nor

more than 30 seconds.

S5.1.3.3 No sooner than 1.0 second

after attaining the required force, reduce
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28949

that force to 1,557W newtons and, while

maintaining the pivot point position of

the first loading bar at the position

where the 1,557W newtons is attained,

position a second loading bar described

in S6.5 so that it is laterally centered

behind the seat back with the bar’s

longitudinal axis in a transverse plane

of the vehicle and in the horizontal

plane 406 mm above the seating

reference point of the school bus

passenger seat behind the test specimen,

and move the bar forward against the

seat back until a force of 44 N has been

applied.

S5.1.3.4 Apply additional force

horizontally in the forward direction

through the upper bar until 452W joules

of energy have been absorbed in

deflecting the seat back (or restraining

barrier). Apply the additional load in

not less than 5 seconds nor more than

30 seconds. Maintain the pivot

attachment point in the maximum

forward travel position for not less than

5 seconds nor more than 10 seconds and

release the load in not less than 5 nor

more than 30 seconds. (For the

determination of S5.1.3.4 the force/

deflection curve describes only the force

applied through the upper loading bar,

and the forward and rearward travel

distance of the upper loading bar pivot

attachment point measured from the

position at which the initial application

of 44 N of force is attained.)

S5.1.4 Seat performance rearward.

When a school bus passenger seat that

has another seat behind it is subjected

to the application of force as specified

in S5.1.4.1 and S5.1.4.2:

(a) Seat back force shall not exceed

9,786 N;

(b) Seat back deflection shall not

exceed 254 mm; (for determination of

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

describes only the force applied through

the loading bar, and only the rearward

travel of the pivot attachment point of

the loading bar, measured from the

point at which the initial application of

222 N is attained.

(c) The seat shall not deflect by an

amount such that any part of the seat

moves to within 102 mm of any part of

another passenger seat in its originally

installed position;

(d) The seat shall not separate from

the vehicle at any attachment point; and

(e) Seat components shall not separate

at any attachment point.

S5.1.4.1 Position the loading bar

described in S6.5 so that it is laterally

centered forward of the seat back with

the bar’s longitudinal axis in a

transverse plane of the vehicle and in

the horizontal plane 343 mm above the

seating reference point of the test

specimen, and move the loading bar

rearward against the seat back until a

force of 222 N has been applied.

S5.1.4.2 Apply additional force

horizontally rearward through the

loading bar until 316W joules (J) of

energy has been absorbed in deflecting

the seat back. Apply the additional load

in not less than 5 seconds nor more than

30 seconds. Maintain the pivot

attachment point in the maximum

rearward travel position for not less

than 5 seconds nor more than 10

seconds and release the load in not less

than 5 seconds nor more than 30

seconds. (For determination of S5.1.4.2

the force deflection curve describes the

force applied through the loading bar

and the rearward and forward travel

distance of the loading bar pivot

attachment point measured from the

position at which the initial application

of 222 N of force is attained.)

S5.1.5 Seat cushion retention. In the

case of school bus passenger seats

equipped with seat cushions, with all

manual attachment devices between the

seat and the seat cushion in the

manufacturer’s designated position for

attachment, the seat cushion shall not

separate from the seat at any attachment

point when subjected to an upward

force in newtons of 5 times the mass of

the seat cushion in kilograms and

multiplied by 9.8 m/s 2, applied in any

period of not less than 1 nor more than

5 seconds, and maintained for 5

seconds.

S5.2 Restraining barrier

requirements. Each vehicle shall be

equipped with a restraining barrier

forward of any designated seating

position that does not have the rear

surface of another school bus passenger

seat within 610 mm of its seating

reference point, measured along a

horizontal longitudinal line through the

seating reference point in the forward

direction.

S5.2.1 Barrier-seat separation. The

horizontal distance between the

restraining barrier’s rear surface and the

seating reference point of the seat in

front of which the barrier is required

shall not be more than 610 mm

measured along a horizontal

longitudinal line through the seating

reference point in the forward direction.

* * * * *

S5.2.3 Barrier performance forward.

When force is applied to the restraining

barrier in the same manner as specified

in S5.1.3.1 through S5.1.3.4 for seating

performance tests:

(a) The restraining barrier force/

deflection curve shall fall within the

zone specified in Figure 1;

(b) Restraining barrier deflection shall

not exceed 356 mm; (for computation of

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

describes only the force applied through

the upper loading bar, and only the

forward travel of the pivot attachment

point of the loading bar, measured from

the point at which the initial

application of 44 N of force is attained.)

(c) Restraining barrier deflection shall

not interfere with normal door

operation;

(d) The restraining barrier shall not

separate from the vehicle at any

attachment point; and

(e) Restraining barrier components

shall not separate at any attachment

point.

* * * * *

S5.3.1.1 The head protection zones

in each vehicle are the spaces in front

of each school bus passenger seat which

are not occupied by bus sidewall,

window, or door structure and which,

in relation to that seat and its seating

reference point, are enclosed by the

following planes;

(a) Horizontal planes 305 mm and

1016 mm above the seating reference

point;

(b) A vertical longitudinal plane

tangent to the inboard (aisle side) edge

of the seat; and

(c) A vertical longitudinal plane 83

mm inboard of the outboard edge of the

seat;

(d) Vertical transverse planes through

and 762 mm forward of the reference

point.

S5.3.1.2 Head form impact

requirement. When any contactable

surface of the vehicle within the zones

specified in S5.3.1.1 is impacted from

any direction at 6.7 m/s by the head

form described in S6.6, the axial

acceleration at the center of gravity of

the head form shall be such that the

expression

1

1 2

1 2

1

2 2 5

t t

adt t t

t

t

−

















− ∫

.

( )

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

axial acceleration expressed as a

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

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

points in time during the impact.

S5.3.1.3 Head form force

distribution. When any contactable

surface of the vehicle within the zones

specified in S5.3.1.1 is impacted from

any direction at 6.7 m/s by the head

form described in S6.6, the energy

necessary to deflect the impacted

material shall be not less than 4.5 joules

before the force level on the head form

exceeds 667 N. When any contactable

surface within such zones is impacted

by the head form from any direction at

1.5 m/s the contact area on the head
28950 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

form surface shall be not less than 1,935

mm 2.

* * * * *

S5.3.2.1 The leg protection zones of

each vehicle are those parts of the

school bus passenger seat backs and

restraining barriers bounded by

horizontal planes 305 mm above and

102 mm below the seating reference

point of the school bus passenger seat

immediately behind the seat back or

restraining barrier.

S5.3.2.2 When any point on the rear

surface of that part of a seat back or

restraining barrier within any zone

specified in S5.3.2.1 is impacted from

any direction at 4.9 m/s by the knee

form specified in S6.7, the resisting

force of the impacted material shall not

exceed 2,669 N and the contact area on

the knee form surface shall not be less

than 1,935 mm 2.

* * * * *

S6.3 Temperature. The ambient

temperature is any level between 0

degrees C and 32 degrees C.

* * * * *

S6.5 Loading bar. The loading bar is

a rigid cylinder with an outside

diameter of 152 mm that has

hemispherical ends with radii of 76 mm

and with a surface roughness that does

not exceed 1.6 μm, root mean square.

The length of the loading bar is 102 mm

less than the width of the seat back in

each test. The stroking mechanism

applies force through a pivot attachment

at the center point of the loading bar

which allows the loading bar to rotate

in a horizontal plane 30 degrees in

either direction from the transverse

position.

S6.5.1 A vertical or lateral force of

17,792 N applied externally through the

pivot attachment point of the loading

bar at any position reached during a test

specified in this standard shall not

deflect that point more than 25 mm.

S6.6 Head form. The head form for

the measurement of acceleration is a

rigid surface comprised of two

hemispherical shapes, with total

equivalent mass of 5.2 kg. The first of

the two hemispherical shapes has a

diameter of 166 mm. The second of the

two hemispherical shapes has a 50 mm

diameter and is centered as shown in

Figure 3 to protrude from the outer

surface of the first hemispherical shape.

The surface roughness of the

hemispherical shapes does not exceed

1.6 μm, root mean square.

* * * * *

S6.7 Knee form. The knee form for

measurement of force is a rigid 76

millimeter-diameter cylinder, with an

equivalent weight of 44 N that has one

hemispherical end with a 38 mm radius

forming a contact surface of the knee

form. The hemispherical surface

roughness does not exceed 1.6 μm, root

mean square.

* * * * *

21. In § 571.222, Figure 1, ‘‘Force/

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

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

revised to read as follows:

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BILLING CODE 4910–59–C

22. Section 571.301 is amended by

revising S3; revising S5.5; revising S5.6;

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

revising S6.3; revising S6.5; revising

S6.6; revising S7.1.6; revising S7.3;

revising S7.5.1; revising S7.5.2; revising

S7.5.4; and revising S7.5.5 to read as

follows:

S571.301 Standard No. 301, Fuel system

integrity.

* * * * *

S3. Application. This standard

applies to passenger cars, and to

multipurpose passenger vehicles, trucks

and buses that have a GVWR of 4,536

kg or less and use fuel with a boiling

point above 0° C, and to school buses

that have a GVWR greater than 4,536 kg

and use fuel with a boiling point above

0° C.

* * * * *

S5.5 Fuel spillage; Barrier crash.

Fuel spillage in any fixed or moving

barrier crash test shall not exceed 28 g

from impact until motion of the vehicle

has ceased, and shall not exceed a total

of 142 g in the 5-minute period

following cessation of motion. For the

subsequent 25-minute period, fuel

spillage during any 1 minute interval

shall not exceed 28 g.

S5.6 Fuel spillage; rollover. Fuel

spillage in any rollover test, from the

onset of rotational motion, shall not

exceed a total of 142 g for the first 5

minutes of testing at each successive 90°

increment. For the remaining test

period, at each increment of 90° fuel

spillage during any 1 minute interval

shall not exceed 28 g.

* * * * *

S6. Test requirements. Each vehicle

with a GVWR of 4,536 kg or less shall

be capable of meeting the requirements

of any applicable barrier crash test

followed by a static rollover, without

alteration of the vehicle during the test

sequence. A particular vehicle need not

meet further requirements after having

been subjected to a single barrier crash

test and a static rollover test.

S6.1 Frontal barrier crash. When the

vehicle travelling longitudinally

forward at any speed up to and

including 48 km/h impacts a fixed

collision barrier that is perpendicular to

the line of travel of the vehicle, or at any

angle up to 30° in either direction from

the perpendicular to the line of travel of

the vehicle, with 50th-percentile test

dummies as specified in part 572 of this

chapter at each front outboard

designated seating position and at any

other position whose protection system

is required to be tested by a dummy

under the provisions of Standard No.

208, under the applicable conditions of

S7., fuel spillage shall not exceed the

limits of S5.5.

S6.2 Rear moving barrier crash.

When the vehicle is impacted from the

rear by a barrier moving at 48 km/h,

with test dummies as specified in part

572 of this chapter at each front

outboard designated seating position,

under the applicable conditions of S7.,

fuel spillage shall not exceed the limits

of S5.5.

S6.3 Lateral moving barrier crash.

When the vehicle is impacted laterally

on either side by a barrier moving at 32

km/h with 50th-percentile test dummies

as specified in part 572 of this chapter

at positions required for testing to

Standard No. 208, under the applicable

conditions of S7., fuel spillage shall not

exceed the limits of S5.5.

* * * * *

S6.5 Moving contoured barrier

crash. When the moving contoured

barrier assembly traveling

longitudinally forward at any speed up

to and including 48 km/h impacts the

test vehicle (school bus with a GVWR

exceeding 4,536 kg) at any point and

angle, under the applicable conditions

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

exceed the limits of S5.5.

S6.6 Anti-siphoning test for alcohol

fuel vehicles. Each vehicle shall have

means that prevent any hose made of

vinyl plastic or rubber, with a length of

not less than 1200 millimeters (mm) and

an outside diameter of not less than 5.2

mm, from contacting the level surface of

the liquid fuel in the vehicle’s fuel tank

or fuel system, when the hose is
28954 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations

inserted into the filler neck attached to

the fuel tank with the fuel tank filled to

any level from 90 to 95 percent of

capacity.

* * * * *

S7.1.6 The vehicle, including test

devices and instrumentation, is loaded

as follows:

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

passenger car is loaded to its unloaded

vehicle weight plus its rated cargo and

luggage capacity weight, secured in the

luggage area, plus the necessary test

dummies as specified in S6., restrained

only by means that are installed in the

vehicle for protection at its seating

position.

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

multipurpose passenger vehicle, truck,

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

is loaded to its unloaded vehicle weight,

plus the necessary test dummies, as

specified in S6., plus 136 kg or its rated

cargo and luggage capacity weight,

whichever is less, secured to the vehicle

and distributed so that the weight on

each axle as measured at the tire-ground

interface is proportional to its GAWR. If

the weight on any axle, when the

vehicle is loaded to unloaded vehicle

weight plus dummy weight, exceeds the

axle’s proportional share of the test

weight, the remaining weight shall be

placed so that the weight on that axle

remains the same. Each dummy shall be

restrained only by means that are

installed in the vehicle for protection at

its seating position.

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

school bus with a GVWR greater than

4,536 kg is loaded to its unloaded

vehicle weight, plus 54 kg of unsecured

mass at each designated seating

position.

* * * * *

S7.3 Rear moving barrier test

conditions. The rear moving barrier test

conditions are those specified in S8.2 of

Standard No. 208, 49 CFR 571.208,

except for the positioning of the barrier

and the vehicle. The barrier and test

vehicle are positioned so that at

impact—

(a) The vehicle is at rest in its normal

attitude;

(b) The barrier is traveling at 48 km/

h with its face perpendicular to the

longitudinal centerline of the vehicle;

and

(c) A vertical plane through the

geometric center of the barrier impact

surface and perpendicular to that

surface coincides with the longitudinal

centerline of the vehicle.

* * * * *

S7.5.1 The moving barrier, which is

mounted on a carriage as specified in

Figure 1, is of rigid construction,

symmetrical about a vertical

longitudinal plane. The contoured

impact surface, which is 629 mm high

and 1,981 mm wide, conforms to the

dimensions shown in Figure 2, and is

attached to the carriage as shown in that

figure. The ground clearance to the

lower edge of the impact surface is 133

mm ± 13 mm. The wheelbase is 3,048

mm ± 50 mm.

S7.5.2 The moving contoured

barrier, including the impact surface,

supporting structure, and carriage, has a

mass of 1,814 kg ± 23 kg with the mass

distributed so that 408 kg ± 11 kg is at

each rear wheel and 499 kg ± 11 kg is

at each front wheel. The center of

gravity is located 1,372 mm ± 38 mm

rearward of the front wheel axis, in the

vertical longitudinal plane of symmetry,

401 mm above the ground. The moment

of inertia about the center of gravity is:

Ix = 367 kgm2 ± 18.4 kgm2

Iz = 4,711 kgm2 ± 236 kgm2

* * * * *

S7.5.4 The moving barrier assembly

is equipped with G78–15 pneumatic

tires with a tread width of 152 mm ± 25

mm, inflated to 165 kPa.

S7.5.5 The concrete surface upon

which the vehicle is tested is level,

rigid, and of uniform construction, with

a skid number of 75 when measured in

accordance with American Society of

Testing and Materials Method E: 274–

65T at 64 km/h, omitting water delivery

as specified in paragraph 7.1 of that

method.

* * * * *

23. Section 571.302 is amended by

revising S4.2; revising the text of S4.2.2;

revising S4.3; revising S5.1; revising

S5.1.1; revising S5.1.2; revising S5.1.3;

revising S5.1.4; revising S5.2.1; revising

S5.2.3; and revising S5.3 to read as

follows:

§ 571.302 Flammability of interior

materials.

* * * * *

S4.2 Any portion of a single or

composite material which is within 13

mm of the occupant compartment air

space shall meet the requirements of

S4.3.

* * * * *

S4.2.2 Any material that adheres to

other materials at every point of contact

shall meet the requirements of S4.3

when tested as a composite with the

other material(s).

* * * * *

Material A has a non-adhering

interface with material B and is tested

separately. Part of material B is within

13 mm of the occupant compartment air

space, and materials B and C adhere at

every point of contact; therefore, B and

C are tested as a composite. The cut is

in material C as shown, to make a

specimen 13 mm thick.

S4.3(a) When tested in accordance

with S5, material described in S4.1 and

S4.2 shall not burn, nor transmit a flame

front across its surface, at a rate of more

than 102 mm per minute. The

requirement concerning transmission of

a flame front shall not apply to a surface

created by cutting a test specimen for

purposes of testing pursuant to S5.

(b) If a material stops burning before

it has burned for 60 seconds from the

start of timing, and has not burned more

than 51 mm from the point where the

timing was started, it shall be

considered to meet the burn-rate

requirement of S4.3(a).

S5.1 Conditions.

S5.1.1 The test is conducted in a

metal cabinet for protecting the test

specimens from drafts. The interior of

the cabinet is 381 mm long, 203 mm

deep, and 356 mm high. It has a glass

observation window in the front, a

closable opening to permit insertion of

the specimen holder, and a hole to

accommodate tubing for a gas burner.

For ventilation, it has a 13 mm

clearance space around the top of the

cabinet, ten holes in the base of the

cabinet, each hole 19 mm in diameter

and legs to elevate the bottom of the

cabinet by 10 mm, all located as shown

in Figure 1.

S5.1.2 Prior to testing, each

specimen is conditioned for 24 hours at

a temperature of 21° C, and a relative

humidity of 50 percent, and the test is

conducted under those ambient

conditions.

S5.1.3 The test specimen is inserted

between two matching U-shaped frames

of metal stock 25 mm wide and 10 mm

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

mm long. A specimen that softens and

bends at the flaming end so as to cause

erratic burning is kept horizontal by

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

the U-shaped frame under the specimen

at 25 mm intervals. A device that may

be used for supporting this type of

material is an additional U-shaped

frame, wider than the U-shaped frame

containing the specimen, spanned by

10-mil wires of heat-resistant

composition at 25 mm intervals,

inserted over the bottom U-shaped

frame.

S5.1.4 A bunsen burner with a tube

of 10 mm inside diameter is used. The

gas adjusting valve is set to provide a

flame, with the tube vertical, of 38 mm

in height. The air inlet to the burner is

closed.

* * * * *
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28955

S5.2.1 Each specimen of material to

be tested shall be a rectangle 102 mm

wide by 356 mm long, wherever

possible. The thickness of the specimen

is that of the single or composite

material used in the vehicle, except that

if the material’s thickness exceeds 13

mm, the specimen is cut down to that

thickness measured from the surface of

the specimen closest to the occupant

compartment air space. Where it is not

possible to obtain a flat specimen

because of surface curvature, the

specimen is cut to not more than 13 mm

in thickness at any point. The maximum

available length or width of a specimen

is used where either dimension is less

than 356 mm or 102 mm, respectively,

unless surrogate testing is required

under S4.1.1.

* * * * *

S5.2.3 Material with a napped or

tufted surface is placed on a flat surface

and combed twice against the nap with

a comb having seven to eight smooth,

rounded teeth per 25 mm.

S5.3 Procedure.

(a) Mount the specimen so that both

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

the open end of the frame. Where the

maximum available width of a specimen

is not more than 51 mm, so that the

sides of the specimen cannot be held in

the U-shaped frame, place the specimen

in position on wire supports as

described in S5.1.3, with one end held

by the closed end of the U-shaped

frame.

(b) Place the mounted specimen in a

horizontal position, in the center of the

cabinet.

(c) With the flame adjusted according

to S5.1.4, position the bunsen burner

and specimen so that the center of the

burner tip is 19 mm below the center of

the bottom edge of the open end of the

specimen.

(d) Expose the specimen to the flame

for 15 seconds.

(e) Begin timing (without reference to

the period of application of the burner

flame) when the flame from the burning

specimen reaches a point 38 mm from

the open end of the specimen.

(f) Measure the time that it takes the

flame to progress to a point 38 mm from

the clamped end of the specimen. If the

flame does not reach the specified end

point, time its progress to the point

where flaming stops.

(g) Calculate the burn rate from the

formula:

B = 60 × (D/T)

Where:

B = Burn rate in millimeters per minute

D = Length the flame travels in

millimeters, and

T = Time in seconds for the flame to

travel D millimeters.

24. In § 571.302, the Figure named

‘‘Illustrative Example—Occupant

Compartment Air Space’’ at S4.2.2 after

the first sentence, and Figure 1, after

S5.1.1 are revised to read as follows:

BILLING CODE 4910–59–P
28956 Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations
Federal Register / Vol. 63, No. 101 /Wednesday, May 27, 1998 /Rules and Regulations 28957

Issued: May 13, 1998.

Ricardo Martinez,

Administrator.

[FR Doc. 98–13431 Filed 5–26–98; 8:45 am]

BILLING CODE 4910–59–C