41466 Federal Register / Vol. 63, No. 149 /Tuesday, August 4, 1998 /Rules and Regulations

In a test in which the test vehicle is

striking its right side, the dummy is to

be configured and instrumented to

strike its right side, in accordance with

subpart M of part 572.

S8.27.2 The part 572, subpart M, test

dummy specified is clothed in form

fitting cotton stretch garments with

short sleeves and midcalf length pants.

Each foot of the test dummy is equipped

with a size 11EEE shoe, which meets the

configuration size, sole, and heel

thickness specifications of MIL–S–

13192 (1976) and weighs 0.57 ±0.09

kilograms (1.25 ±0.2 pounds).

S8.27.3 Limb joints shall be set at

between 1 and 2 g’s. Leg joints are

adjusted with the torso in the supine

position.

S8.27.4 The stabilized temperature

of the test dummy at the time of the side

impact test shall be at any temperature

between 20.6 degrees C. and 22.2

degrees C., and at any relative humidity

between 10 percent and 70 percent.

S8.27.5 The acceleration data from

the accelerometers installed inside the

skull cavity of the test dummy are

processed according to the practices set

forth in SAE Recommended Practice

J211, March 1995, ‘‘Instrumentation for

Impact Tests,’’ Class 1000.

S8.28 Positioning procedure for the

Part 572 Subpart M Test Dummy—

vehicle to pole test. The part 572,

subpart M, test dummy shall be initially

positioned in the front outboard seating

position on the struck side of the

vehicle in accordance with the

provisions of S7 of Standard 214, 49

CFR 571.214, and the vehicle seat shall

be positioned as specified in S6.3 and

S6.4 of that standard. The position of

the dummy shall then be measured as

follows. Locate the horizontal plane

passing through the dummy head center

of gravity. Identify the rearmost point on

the dummy head in that plane.

Construct a line in the plane that

contains the rearward point of the front

door daylight opening and is

perpendicular to the longitudinal

vehicle centerline. Measure the

longitudinal distance between the

rearmost point on the dummy head and

this line. If this distance is less than 50

mm (2 inches) or the point is not

forward of the line, then the seat and/

or dummy positions shall be adjusted as

follows. First, the seat back angle is

adjusted, a maximum of 5 degrees, until

a 50 mm (2 inches) distance is achieved.

If this is not sufficient to produce the 50

mm (2 inches) distance, the seat is

moved forward until the 50 mm (2

inches) distance is achieved or until the

knees of the dummy contact the

dashboard or knee bolster, whichever

comes first. If the required distance

cannot be achieved through movement

of the seat, the seat back angle shall be

adjusted even further forward until the

50mm (2 inches) distance is obtained or

until the seat back is in its full upright

locking position.

* * * * *

Issued on July 29, 1998.

Ricardo Martinez,

Administrator.

[FR Doc. 98–20700 Filed 7–30–98; 3:39 pm]

BILLING CODE 4910–59–P

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Part 572

[Docket No. NHTSA–97–3144]

RIN 2127–AG74

Side Impact Anthropomorphic Test

Dummy

AGENCY: NHTSA, DOT.

ACTION: Final rule.

SUMMARY: This notice establishes

specifications and qualification

requirements for a newly developed

anthropomorphic test dummy. The

dummy will be used in compliance

testing under amendments made to

Standard 201 ‘‘Occupant Protection in

Interior Impact’’ in a separate final rule

being published today. The upper

interior impact protection requirements

of Standard 201 are being amended to

facilitate the introduction of

dynamically deployed interior head

protection systems. Vehicles equipped

with those dynamic systems will be

permitted to comply with alternative

reduced requirements. As a condition of

being permitted to do so, however, the

vehicle must also meet a new dynamic

crash test that assesses the protection

offered by the dynamic systems. The

new dummy is used in conducting that

test.

DATES: The amendments are effective

September 1, 1998.

The incorporation by reference of the

material listed in this document is

approved by the Director of the Federal

Register as of September 1, 1998.

Petitions: Petitions for reconsideration

must be received by September 18,

1998.

ADDRESSES: Petitions for reconsideration

should refer to the docket number of

this rule and be submitted to:

Administrator, National Highway

Traffic Safety Administration, 400

Seventh Street, SW, Washington, DC

20590.

FOR FURTHER INFORMATION CONTACT: The

following persons at the National

Highway Traffic Safety Administration,

400 Seventh Street, SW, Washington,

DC 20590:

For non-legal issues:

Stan Backaitis, Office of

Crashworthiness Standards, NPS–

11, telephone (202) 366–4912,

facsimile (202) 366–4329, electronic

mail ‘‘sbackaitis@nhtsa.dot.gov’’.

For legal issues:

Otto Matheke, Office of the Chief

Counsel, NCC–20, telephone (202)

366–5253, facsimile (202) 366–

3820, electronic mail

‘‘omatheke@nhtsa.dot.gov’’.

SUPPLEMENTARY INFORMATION:

A. Background

This final rule is issued in

conjunction with a final rule amending

Federal Motor Vehicle Safety Standard

(FMVSS) No. 201, Head Impact

Protection. The amendments to

Standard 201 facilitate the introduction

of dynamically deploying interior head

protection systems by permitting

vehicle manufacturers to comply with

alternative performance requirements.

To demonstrate compliance with those

requirements, those amendments

specify a dynamic crash test. Before the

test, an anthropomorphic test dummy is

placed in the outboard front seat on the

struck side of the test vehicle. The

vehicle is then propelled sideways at a

speed of 29 km/h (18 mph) into a 254

mm (10 inch) rigid pole. This final rule

establishes the specifications and

calibration requirements for that test

dummy.

The dummy specified in this notice is

based on two existing dummies, the Part

572, Subpart F anthropomorphic test

device (Side Impact Dummy or SID) that

is used in testing under FMVSS 214,

Side Impact Protection, and the Part

572, Subpart E anthropomorphic test

device (Hybrid III or HIII) that is used

in testing under FMVSS 208, Occupant

Crash Protection. The new dummy

combines the head and neck of the

Hybrid III (HIII) with the torso and

extremities of the Side Impact Dummy

(SID) through the use of a redesigned

neck bracket. The agency has concluded

that the resulting SID/HIII dummy is

appropriate for use in the new test.

B. Notice of Proposed Rulemaking

In a Notice of Proposed Rulemaking

(NPRM) published in the Federal

Register on December 6, 1997 (62 FR

64546), NHTSA outlined the

specifications for the proposed side

impact dummy. The NPRM contained,

or incorporated references to, (1) a
Federal Register / Vol. 63, No. 149 /Tuesday, August 4, 1998 /Rules and Regulations 41467

drawing package containing all of the

technical details of the new neck

bracket used for mating the SID torso

with the HIII head and neck assembly,

(2) a parts list, and (3) a SID/HIII user

manual containing instructions for

inspection, assembly, disassembly, use,

and adjustments of dummy

components. These drawings and

specifications were offered to ensure

that the dummies would be uniform in

construction. Performance calibration

tests proposed in the NPRM served to

assure that the SID/HIII responses

would be within established

biomechanical corridors and further

assure the uniformity of dummy

assembly, structural integrity, and

adequacy of instrumentation. The

agency tentatively concluded that these

measures would ensure the repeatability

of the dummy’s performance in

dynamic testing.

The proposal indicated that the

dummy would be instrumented with an

accelerometer array for measurement of

accelerations in the head during

impacts. The proposal also specified the

manner and location of installation of

sensors to reduce variability in their

measurements that might otherwise

result from differences in location and

mounting.

Drawings and specifications for the

SID/HIII were made available for

examination in the NHTSA Docket

Section. Copies of those materials and

the user manual were also available

from Reprographic Technologies, 9000

Virginia Manor Road, Beltsville, Md.

20705, tel. (301) 210–5600. In addition,

an engineering drawing for the new

neck bracket and sample neck brackets

were available on a short term loan basis

from the NHTSA Vehicle Research and

Test Center, East Liberty, Ohio, 43319,

tel. (937) 666–4511.

The dummy NPRM indicated that the

free motion headform (FMH) test

procedure is not suitable for use in

Standard 201 testing the potential for

pole impact-induced head injuries in

side impacts, particularly in vehicles

equipped with deploying head

protection devices. Since the Hybrid III

head and neck both have good

biofidelity, NHTSA proposed that they

be used with the existing SID dummy

for this test. The Hybrid III head and

neck, in the agency’s view, provided the

best means for evaluating head injury in

this test while the use of the SID torso

afforded an opportunity to collect

meaningful data relating to thoracic

injuries.

The agency proposed that the SID

(Part 572; Subpart F) body and lower

extremities would be combined with the

Hybrid III (Part 572; Subpart E) head

and neck assembly to form a new

dummy test device called SID/HIII (Part

572; Subpart M). The proposed SID/HIII,

at 170 lbs, was approximately 1.2 lbs

heavier than the SID, due to the

incremental weight increase of the

Hybrid III neck component and the new

neck bracket. NHTSA tentatively

concluded that the weight of the SID/

HIII dummy would be within the limits

of the existing SID and Hybrid III

dummies. The NPRM also indicated that

new neck bracket was designed so that

the seating height of the SID and the

SID/HIII would be nearly identical. To

accommodate the new neck bracket, the

design of the existing upper and middle

shoulder foam pads was revised from

one piece to two piece right and left

mirror image designs without altering

either the padding’s peripheral shape

and its thickness or its attachment to the

torso. Relative to the SID, the head

center of gravity (head CG) of the

proposed SID/HIII was, however, 0.75

inch higher and 0.25 inch more forward

when the Hybrid III head/neck assembly

is mounted to the SID torso using the

new neck bracket. This change, in

NHTSA’s view, more correctly reflected

the head and neck orientation of a

seated occupant.

C. Comments in Response to the NPRM

NHTSA received seven comments in

response to the NPRM. Comments were

submitted by four vehicle

manufacturers, BMW, Volvo,

Volkswagen, Toyota. Comments were

also submitted by the American

Automobile Manufacturers Association

(AAMA), the Insurance Institute for

Highway Safety (IIHS), and a

manufacturer of test dummies, First

Technology Safety Systems (FTSS).

Of the six dummy users, three (BMW,

IIHS and Volvo) recommended the

adoption of the SID/HIII without any

conditions, two supported its adoption

but suggested its use for a limited time

duration (AAMA and VW), and one

(Toyota) opposed its use, favoring

instead the use of the BioSID and

EuroSID–1. FTSS, a manufacturer of

dummies, provided comments relative

to mechanical improvements to assure

better performance. AAMA’s comments

addressed the side impact pole test

proposal of Standard 201 as well as the

proposed SID/HIII dummy. AAMA

argued that the proposed dummy

should not be used for the side impact

pole test as it has marginal biofidelity.

AAMA considers the SID/HIII to have

insufficient biofidelity and suggested

that the current version of the BioSID

test dummy be used for the side impact

pole test. In the event that NHTSA

decides to proceed with the use of the

SID/HIII, the organization indicated that

it would not oppose temporary use of

the dummy until September 1, 2001, at

which time the upgraded EuroSID–1

would become available for the

Standard 201 pole test.

BMW indicated its support of the

proposed Standard 201 pole test and the

use of the SID/HIII in that test. While

supportive of the use of the SID/HIII,

BMW also indicated that it believed that

the BioSID head and neck would be

more appropriate for calibration

purposes.

FTSS, a manufacturer of test

dummies, supported the proposed use

of the SID/HIII dummy, but noted that

the NPRM justified the use of the HIII

head and neck on the assumption that

this head and neck are identical in

performance to that of the BioSID.

However, according to FTSS, the BioSID

head and neck are the same design as

the Hybrid-III, but employ different

vinyl and rubber formulations for better

repeatability and consistency of

calibration response. The company also

observed that the BioSID head skin uses

a softer vinyl formulation which allows

more skin deformation and reduces the

peak g level. The company urged

NHTSA to specify the use of talcum

powder in the interface between skin

and skull in the HIII head to bring the

HIII head performance to equal that of

the BioSID. FTSS expressed reservations

about the SID/HIII neck, observing that

very few HIII necks can pass the

prescribed calibration corridors for the

SID/HIII. FTSS therefore believes that

the agency should modify the SID/HIII

proposal by substituting the BioSID

neck for the HIII neck. The company

also advocated changes to the SID torso

employed in the proposed SID/HIII,

contending that two of the 12 specified

shoulder foam retaining washers should

be of a smaller diameter.

IIHS submitted comments supporting

the proposed rulemaking. The

organization indicated its belief that the

SID/HIII is adequate for assessing the

performance and benefits of dynamic

head protection devices in side-intopole crash tests. In support of this

position, IIHS submitted test data from

side impact pole tests it performed

using the BioSID and SID/HIII dummies.

While supporting the use of the SID/

HIII, IIHS also indicated that NHTSA

should consider the option of allowing

the use of the SID/HIII or EuroSID–1 for

the pole tests. IIHS also supported the

use of the SID torso and the HIII head

and neck without the new neck bracket

incorporated in the proposed SID/HIII.

According to IIHS, the resulting height

of the SID/HIII combination without the
41468 Federal Register / Vol. 63, No. 149 /Tuesday, August 4, 1998 /Rules and Regulations

new neck bracket is a more appropriate

test device for the side impact pole test.

Toyota did not support the use of the

SID/HIII and urged the agency to use

EuroSID–1 torso and the HIII head and

neck rather than SID/HIII for full scale

pole tests proposed to be incorporated

into Standard 201. Toyota noted that the

ISO draft test procedure for a side

impact pole test (ISO/TC22/SC10/WG3)

proposed using EuroSID–1 and the

BioSID, over other existing dummies,

because the SID is not so biofidelic as

these test devices. The company also

argued that the proposed use of the SID/

HIII is contrary to international

harmonization as it is extremely

unlikely that the SID/HIII would be

adopted for the ISO side impact pole

test.

VW supported the use of the SID/HIII

as an interim measure and urged

NHTSA not to delay rulemaking while

waiting for the optimum dummy. The

company indicated that while it

supported use of the proposed SID/HIII

dummy, it also indicated that the

agency should consider allowing the

additional option of using the EuroSID–

1 until August 31, 2002. VW stated that

the agency should continue to study the

issue of which test dummy would be

most effective for the side impact pole

test and mandate the optimum test

device by September 1, 2002.

Volvo strongly supported the

proposed adoption of the SID/HIII. In

Volvo’s view, the SID/HIII is sufficiently

biofidelic and is otherwise acceptable

for evaluating the risk of injury to the

head in the side impact pole test. The

company indicated that it believed that

the SID/HIII is the best currently

available test dummy for the proposed

Standard 201 side impact pole test.

Volvo indicated that the HIII head and

neck, in conjunction with the SID torso,

are well suited for neck injury

assessment in the presence of advanced

restraint systems.

I. Final Rule

NHTSA has decided to adopt the

design and specifications for the SID/

HIII as proposed in the NPRM without

any changes. The agency has concluded

that the SID/HIII is the best test device

currently available for the side impact

pole test. Comments submitted in

response to the NPRM indicate that all

of responding vehicle manufacturers,

except for Toyota and AAMA, believe

the SID/HIII dummy is sufficient and

adequate for the proposed Standard 201

side impact pole test. IIHS, having

performed the side impact pole test,

noted that the ribcage-shoulder

structure of the SID/HIII collapses upon

impact by the intruding structures. As a

result, the head translates laterally by

the amount of the ribcage collapse and

impacts the intruding structure. In a

similar test using the BioSID dummy,

IIHS observed that the BioSID head did

not contact any vehicle or pole surfaces.

In that test, the dummy’s left arm and

the rib-shoulder structure limited the

torso collapse and translation of the

head towards intruding structures. The

agency believes that the IIHS tests

indicate that the SID/HIII is a more

appropriate test device for the side

impact pole tests than the BioSID. The

agency also notes that BMW and Volvo

also fully supported use of the proposed

SID/HIII, while VW and AAMA

indicated support for using the SID/HIII

on an interim basis until final selection

of an appropriate dummy is made.

Toyota’s arguments that the EuroSID–1

is a more adequate dummy do not, in

NHTSA’s view, adequately consider the

excessive stiffness of the EuroSID

shoulder and the impact that this has on

representative testing in the side impact

pole test.

A. Alternative Test Dummies

A number of commenters indicated

that dummies other than the proposed

SID/HIII should be used for the

Standard 201 side impact pole test,

either in conjunction with, or as an

alternative to, the SID/HIII. AAMA

contended that the SID/HIII was not so

biofidelic as other available dummies

and suggested that the BioSID or the

EuroSID–1, when the latter is available,

be specified in its place. Toyota

recommended replacement of the SID/

HIII by the EuroSID–1. VW suggested

that use of either the EuroSID–1 or SID/

HIII, be allowed as a test option. IIHS

urged the agency to study use of the

EuroSID–1 for the pole tests. BMW and

FTSS suggested specifying the SID/HIII

with the Hybrid-III based BioSID head

and neck. They stated that BioSID

components are more appropriate for

calibration purposes because they have

better response consistency and are

better centered within the calibration

corridor in the lateral direction. FTSS

observed that the BioSID head and neck

are of the same design as the HIII, but

their vinyl and rubber formulations are

different. FTSS suggested that the head

response of the standard HIII design can

be made to approximate that of the

BioSID through application of talcum

powder in the interface between the

vinyl skin and skull. FTSS also noted

that very few HIII necks can pass the

prescribed calibration corridors.

Accordingly, FTSS urged NHTSA to

specify the BioSID neck and use smaller

diameter washers for shoulder foam

retention.

NHTSA concludes that the SID/HIII is

the appropriate test device for the side

impact pole test. The agency recognizes

that the current ISO rating scheme ranks

the BioSID as having the highest

biofidelity of all five existing side

impact dummies. (new ratings from the

ISO working group are: BioSID=5.9,

EuroSID–1 = 4.2, SID/HIII = 3.8,

EuroSID = 3.2, and SID = 2.3). However,

in comparative IIHS pole impact tests of

a BMW using the BioSID and SID/HIII

dummies, the BioSID was not capable of

assessing the severity of impact with the

intruding pole because the BioSID

shoulder structure, when contacted by

the intruding vehicle side structure,

failed to collapse and thus kept the head

away from contact impact with the

intruding pole. In contrast, the SID/HIII

dummy, because of its collapsing

shoulder structure, allows the head to

move toward and impact the intruding

pole as a human head would. This more

human-like response is obviously very

important for the assessment of dynamic

head protection systems. The

shortcomings of the BioSID shoulder, in

NHTSA’s view, imply that the ISO

biofidelity rating scheme may not be

applicable to dummies used in side

impact pole tests. For this particular

application, the IIHS test results

demonstrate that the SID/HIII dummy

may have been underrated by the ISO

working group.

NHTSA has similar reservations

regarding use of the EuroSID–1. The

agency has used the EuroSID–1 in a

limited number of lateral barrier

impacts. Similar tests were also

performed by AAMA. These tests

indicate that the EuroSID–1 thorax

deflection response may not be

representative of human subjects.

Observations of the EuroSID–1 in crash

testing show that movement of the torso

may be controlled and limited by either

a mechanical lock-up within the ribcage

structure or by characteristics of the

shoulder structure, whose initiation to

motion and degree of rotation appears to

be highly dependent on the direction of

initial impact. NHTSA believes that the

unpredictable motion of the EuroSID–1

shoulder, as well as the uncertainties

created by the mechanical lock-up of the

torso, would be difficult to control.

These phenomena would, in the

agency’s view, have a serious impact on

the lateral movement of the head and

neck in a side impact pole test. The

agency observes that in another context,

AAMA recommended that the EuroSID–

1 be accepted for side impact tests only

after it was modified and upon

verification of the dummy’s proper

performance in full scale tests. The
Federal Register / Vol. 63, No. 149 /Tuesday, August 4, 1998 /Rules and Regulations 41469

foregoing indicates that EuroSID–1 has

not yet been accepted as a valid test

dummy. While minor modifications of

the EuroSID–1 are expected to be

completed by the end of 1998, other

changes are being undertaken over a

longer term. NHTSA has no present

assurance that the modifications, when

completed, will make the dummy any

more suitable than it is today. In view

of this, the agency can not seriously

consider the EuroSID–1 dummy until

data from complete evaluation of the

dummy, including 90 degree pole tests,

become available for analysis.

BMW and FTSS suggest specifying

the use of the BioSID head and neck on

SID/HIII because it is extremely difficult

to find standard Hybrid III heads and

necks that meet the BioSID calibration

criteria. According to these commenters,

the BioSID neck, which uses different

components, is more likely to meet the

requirements of the SAE Task Group

specified calibration corridor.

According to FTSS, the design of the

BioSID head and neck are the same as

the HIII, except that the BioSID vinyl

and rubber formulations have been

modified to meet the requirements of

the BioSID calibration corridors. FTSS

also suggests that the head response of

the standard HIII design can be made to

approximate that of the BioSID through

application of talcum powder in the

interface between the vinyl skin and

skull as used for EuroSID–1.

Accordingly, FTSS urged NHTSA to

specify the BioSID neck and to amend

the specifications for the HIII head so

that talcum powder can be used

between the skin and the skull.

The agency notes that not all HIII

neck/head combinations will meet the

specifications of the calibration

corridor. However, agency experience

shows that it is not unduly burdensome

to find, through testing, HIII heads and

necks that meet the calibration corridor

specifications. NHTSA has concluded

that the selected combination of the HIII

head and neck is an appropriate test

device for the side impact pole test. The

agency does not have test experience

with the suggested combination of SID/

BioSID components, and it cannot say

with assurance that SID/HIII and the

SID with BioSID head and neck

advocated by BMW and FTSS would

perform identically. NHTSA has

concluded that since the SID/HIII

functions well with the specified HIII

components, there is no present need to

pursue the BioSID head and neck option

advocated by BMW and FTSS.

The FTSS recommendation to use

talcum powder as a lubricant between

the head skin and the skull has not been

evaluated by agency testing. However,

the agency has not encountered serious

problems finding standard Hybrid-III

heads that meet the specified calibration

requirements without talcum powder

lubrication. Considering the fact that

little is known about the consistency of

the head response with talcum powder

lubricated interfaces, and that currently

available heads can meet the

requirements without the FTSS

suggested lubrication, talcum powder

lubrication of the skull will not be

specified.

NHTSA is not taking any action

regarding the FTSS recommendation

that specifications for two of the twelve

shoulder foam retaining washers be

changed to a smaller diameter. The

agency notes that the design already

specifies shoulder washers with the

diameter desired by FTSS. Therefore,

there is no need for any change in

specification.

Based upon recognition by the

majority of the responding parties that

the SID/HIII test device is acceptable

and currently available for the side

impact pole test, NHTSA has concluded

that the dummy be specified in the final

rule as originally proposed in the

NPRM. The agency is not accepting the

AAMA’s and VW’s suggestion to specify

the EuroSID–1 as an optional test device

for use in the pole side impact test. As

NHTSA has determined that there is an

urgent need to issue a final rule, it must

now specify a dummy that is suitable

for evaluating dynamically deployed

interior head protection systems in the

side impact pole test—the SID/HIII.

B. Effective Date

IIHS, VW, and Volvo urged NHTSA to

implement the proposed rule as soon as

possible. BMW specifically asked that

the agency issue the final rule by March

1998. AAMA, while not commenting on

the effective date of the proposal,

indicated that it would not oppose

temporary use of the SID/HIII until the

upgraded EuroSID–1 became available.

IIHS, VW, and Volvo urge that the

final rule become effective immediately

or as soon as possible. NHTSA has

determined that the SID/HIII dummy

should be incorporated into Part 572

within thirty days of the date of

publication of this final rule to allow

compliance testing pursuant to the

dynamically deployed interior head

protection system requirements of

Standard 201, which have effective date

of September 1, 1998.

II. Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT

Regulatory Policies and Procedures

This notice was not reviewed

pursuant to E.O. 12866, ‘‘Regulatory

Planning and Review.’’ NHTSA has

considered the impacts of this final rule

and determined that it is not significant

within the meaning of the Department

of Transportation’s regulatory policies

and procedures.

The final rule does not require any

vehicle design changes, but only

specifies the construction of a new neck

bracket to join existing components to

create the test dummies used to evaluate

a vehicle’s compliance with Standard

201 under one of two test options. The

agency believes that the cost of the new

neck bracket is approximately $200 to

$300. The neck bracket is the only new

hardware that would be needed for

those manufacturers and other parties

already employing the SID and HIII

dummies for compliance testing to

standards other than Standard 201.

Costs associated with the use of the

proposed SID/HIII in the optional side

impact test proposed in the August 26,

1997 NPRM are estimated to be $1,750

for calibration tests for the head, neck,

lumbar spine, thorax and pelvis.

Therefore, the impacts of the final rule

is so minimal that a full regulatory

evaluation is not required.

The agency has prepared a Final

Regulatory Evaluation describing the

economic and other effects of the

companion final rule amending

Standard 201 and specifying the use of

this proposed test dummy. Summary

discussions of many of those effects are

provided above. For persons wishing to

examine the full analysis, a copy is

being placed in the docket.

B. Regulatory Flexibility Act

The Regulatory Flexibility Act of 1980

(Public Law 96–354) requires each

agency to evaluate the potential effects

of a proposed rule on small businesses.

I hereby certify that this final rule will

not have a significant economic impact

on a substantial number of small

entities. This rule establishes

specifications for a new dummy test

device which will be used by

manufacturers in the event that they

install dynamically deployed head

impact protection systems and employ a

new optional test procedure for such

systems under Standard 201. The costs

associated with the assembly and testing

of the dummy itself are minimal.

Furthermore, this rule primarily affects

passenger car and light truck

manufacturers which are not small

entities under 5 U.S.C. 605(b). The
41470 Federal Register / Vol. 63, No. 149 /Tuesday, August 4, 1998 /Rules and Regulations

Small Business Administration’s

regulations at 13 CFR Part 121 define a

small business, in part, as a business

entity ‘‘which operates primarily within

the United States.’’ (13 CFR 121.105(a)).

The agency estimates that there are at

most five small manufacturers of

passenger cars in the U.S. and no small

manufacturers of light trucks, producing

a combined total of at most 500 cars

each year.

The primary effect of the final rule

will be on single stage manufacturers of

passenger cars and LTVs. If incomplete

vehicle manufacturers build LTV’s with

dynamically deployed interior head

protection systems in the future, final

stage manufacturers, which are

generally small businesses, may have to

certify compliance in some

circumstances. If these small businesses

need to employ the optional test

procedure contained in Standard 201

which uses the SID/HIII dummy, they

would incur additional costs if they

conduct the testing themselves.

However, it is unlikely that these

manufacturers would conduct such

testing themselves and may otherwise

avail themselves of opportunities to

avoid incurring excessive costs.

Manufacturer associations could

sponsor generic tests using the dummy

to reduce certification costs and final

stage manufacturers could avoid costs

by relying on the certification provided

by the manufacturer of the incomplete

vehicle.

Other entities which qualify as small

businesses, small organizations and

governmental units will be affected by

this rule to the extent that they purchase

passenger cars and LTVs. They will not

be significantly affected since the

potential cost increases associated with

this action should only slightly affect

the purchase price of new motor

vehicles.

For these reasons, NHTSA believes

that this final rule does not have a

significant impact on any small

business.

C. Paperwork Reduction Act

In accordance with the Paperwork

Reduction Act of 1980 (P.L. 96–511),

there are no requirements for

information collection associated with

this proposed rule.

D. National Environmental Policy Act

NHTSA has also analyzed this final

rule under the National Environmental

Policy Act and determined that it does

not have a significant impact on the

human environment.

E. Executive Order 12612 (Federalism)

and Unfunded Mandates Act

NHTSA has analyzed this final rule in

accordance with the principles and

criteria contained in E.O. 12612, and

has determined that this final rule does

not have significant federalism

implications to warrant the preparation

of a Federalism Assessment.

In issuing this final rule for

specifications to create a new test

dummy by joining components of two

existing dummies with a new neck

bracket, the agency notes, for the

purposes of the Unfunded Mandates

Act, that it is pursuing the least cost

alternative. Also, as noted above, this

test device will be used only if a

manufacturer chooses one of two

options to test for compliance with

Standard 201. As the selection of that

option is not required by this rule or by

the companion rule amending Standard

201, and as this rule does not require

use of this new test dummy, this rule

does not impose new costs. While

manufacturers choosing to test for

compliance under the optional tests

requiring use of the test dummy will

incur additional costs, the costs

associate with the new dummy will be

negligible.

F. Civil Justice Reform

This final rule does not have any

retroactive effect.

List of Subjects in 49 CFR Part 572

Motor vehicle safety, Incorporation by

reference.

In consideration of the foregoing, 49

CFR Part 572 is amended as follows:

PART 572—[AMENDED]

1. The authority citation for Part 572

of Title 49 continues to read as follows:

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

30117, and 30166; delegation of authority at

49 CFR 1.50.

2. A new Subpart M, consisting of

sections 572.110 through 572.116 is

added to read as follows:

Subpart M—Side Impact Hybrid Dummy

50th Percentile Male.

Sec.

572.110 Materials incorporated by

reference.

572.111 General description.

572.112 Head assembly.

572.113 Neck assembly.

572.114 Thorax.

572.115 Lumbar spine and pelvis.

572.116 Instrumentation and test

conditions.

Subpart M—Side Impact Hybrid

Dummy 50th Percentile Male

§ 572.110 Materials incorporated by

reference.

(a) The following materials are hereby

incorporated by reference in Subpart M: (1) The Anthropomorphic Test

Dummy Parts List, SID/Hybrid III part

572, subpart M, dated May 10, 1997. (2) The SID/Hybrid III Part 572

Subpart M User’s Manual, dated May

1997.

(3) Drawing number 96–SIDH3–001,

titled, ‘‘Head-Neck Bracket,’’ dated

August 30, 1996. (4) Drawing number 96–SIDH3–006,

titled, ‘‘Upper and Middle Shoulder

Foam,’’ dated May 10, 1997. (5) Drawing number SA–SIDH3–

M001, titled, ‘‘Complete Assembly

SIDH3,’’ dated April 19, 1997. (6) Drawing number 78051–61X,

Revision C, titled ‘‘Head Assembly—

complete,’’ dated March 28, 1997 . (7) Drawing number 78051–90,

Revision A, titled ‘‘Neck Assembly—

complete,’’ dated May 20, 1978. (8) Dummy assembly drawing number

SA–SID–M030, Revision A, titled

‘‘Thorax Assembly—complete,’’ dated

May 18, 1994. (9) Dummy assembly drawing SA–

SID–M050, revision A, titled ‘‘Lumbar

Spine Assembly,’’ dated May 18, 1994. (10) Dummy assembly drawing SA–

150 M060, revision A, titled ‘‘Pelvis and

Abdomen Assembly,’’ dated May 18,

1994.

(11) Dummy assembly drawing SA–

SID–053, revision A, titled ‘‘Lumbar

Spine Assembly,’’ dated May 18, 1994. (12) Dummy assembly drawing SA–

SID–M080, titled ‘‘Leg Assembly,

Right,’’ dated August 13, 1987. (13) Dummy assembly drawing SA–

SID–M081, titled ‘‘Leg Assembly, Left,’’

dated August 13, 1987. (14) Drawing number 78051–383X,

Revision P, titled ‘‘Neck Transducer

Structural Replacement,’’ dated

November 1, 1995.

(15) The Society of Automotive

Engineers (SAE) J1733 Information

Report, titled ‘‘Sign Convention for

Vehicle Crash Testing,’’ dated December

1994.

(16) SAE Recommended Practice J211,

‘‘Instrumentation for Impact Tests,’’

Parts 1 and 2, dated March 1995.

(b) The incorporated materials are

available as follows:

(1) The Director of the Federal

Register approved those materials

incorporated by reference in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51.

Copies of the materials may be

inspected at NHTSA’s Docket Section,

400 Seventh Street S.W., room 5109,

Washington, DC, or at the Office of the

Federal Register, 800 North Capitol
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Street, N.W., Suite 700, Washington,

DC.

(2) The parts lists, user’s manual and

drawings referred to in paragraphs (a)(1)

through (a)(14) of this section are

available from Reprographic

Technologies, 9000 Virginia Manor

Road, Beltsville, MD 20705 (301) 419–

5070.

(3) The SAE materials referred to in

paragraphs (a)(15) and (a)(16) of this

section are available from the Society of

Automotive Engineers, Inc., 400

Commonwealth Drive, Warrendale, PA

15096.

§ 572.111 General description.

(a) The dummy consists of component

parts and component assemblies

defined in drawing SA–SIDH3–M001,

dated April 19, 1997, which are

described in approximately 200

drawings and specifications that are set

forth in §§ 572.32, 572.33 and

572.41(a)(3),(4),(5) and (6) of this part,

and in the drawing of the Adaptor

Bracket 96–SIDH3–001.

(1) The head assembly consists of the

assembly specified in subpart E

(§ 572.32) and conforms to each of the

drawings subtended under drawing

78051–61X rev. C.

(2) The neck assembly consists of the

assembly specified in subpart E

(§ 572.33) and conforms to each of the

drawings subtended under drawing

78051–90 rev. A.

(3) The thorax assembly consists of

the assembly shown as number SID 053

and conforms to each applicable

drawing subtended by number SA–SID

M030 rev. A.

(4) The lumbar spine consists of the

assembly specified in subpart B

(§ 572.9(a)) and conforms to drawing SA

150 M050 and drawings subtended by

SA–SID M050 rev. A.

(5) The abdomen and pelvis consist of

the assembly and conform to the

drawings subtended by SA 150 M060,

the drawings subtended by SA 150

M060 rev. A and the drawings

subtended by SA–SID–087 sheet 1 rev.

H, and SA–SID–87 sheet 2 rev. H.

(6) The lower limbs consist of the

assemblies specified in Subpart B

(§ 572.10) shown as SA 150 M080 and

SA 150 M081 in Figure 1 and SA–SID–

M080 and SA–SID–M081 and conform

to the drawings subtended by those

numbers.

(7) The neck mounting adaptor

bracket conforms to drawing 96–SIDH3–

001.

(8) Upper and middle shoulder foams

conform to drawing 96–SIDH3–006.

(b) The structural properties of the

dummy are such that the dummy

conforms to the specifications of this

subpart in every respect before being

used in vehicle tests specified in

Standard 201.

(c) Disassembly, inspection and

assembly procedures, external

dimensions, weight and drawing list are

set forth in the SIDH3 User’s Manual,

dated May 1997.

(d) Sign convention for signal outputs

is given in the reference document SAE

J1733 of 1994–12, ‘‘Sign Convention for

Vehicle Crash Testing.’’

§ 572.112 Head assembly.

The head assembly consists of the

head (drawing 78051–61X, rev. C) with

the neck transducer structural

replacement (drawing 78051–383X, rev.

P) and three (3) accelerometers that are

mounted in conformance to § 572.36 (c).

(a) Test procedure. (1) Soak the head

assembly in a test environment at any

temperature between 18.9 and 25.6

degrees C. (66 to 78 degrees F.) and at

a relative humidity between 10 percent

and 70 percent for a period of at least

four (4) hours prior to its application in

a test.

(2) Clean the impact surface of the

head skin and impact plate surface,

described in paragraph (a)(4) of this

section, with 1,1,1 trichloroethane or

equivalent prior to the test.

(3) Suspend the head, as shown in

Figure 51, so that the midsagittal plane

makes an angle of 35 ±1 degrees with

the impact surface and its anteriorposterior axis is horizontal ±1 degree.

(4) Drop the head from a height of 200

±0.25 mm (7.87 ±0.01 inches), measured

from the lowest point on the head, by

a means that ensures a smooth, clean

release into a rigidly supported flat

horizontal steel plate, which is 51 ±2

mm (2.0 ±0.01 in.) thick and 610 ±10

mm (24.0 ±0.4 in) square. The plate

shall have a dry surface and shall have

a microfinish of 0.2 microns (8

microinches) to 2.0 microns (80

microinches).

(5) Allow at least two (2) hours

between successive tests on the same

head.

(b) Performance criteria. (1) When the

head assembly is dropped in accordance

with § 572.112(a), the measured peak

resultant acceleration shall be between

120 and 150 G’s.

(2) The resultant acceleration-time

curve shall be unimodal to the extent

that oscillations occurring after the main

acceleration pulse shall not exceed 15

percent (zero to peak) of the main pulse.

The longitudinal acceleration vector

shall not exceed 15 G’s.

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§ 572.113 Neck assembly.

The head/neck assembly consists of

the parts 78051–61X, rev. C; –84; –90,

rev. A; –94; –98; –104, revision F; –303,

rev. E;—305; –306; –307, rev. X and has

a six axis neck transducer (drawing C–

1709, revision D) installed in

conformance with § 572.36(d).

(a) Test procedure. (1) Soak the head

and neck assembly in a test

environment at any temperature

between 20.6 and 22.2 degrees C. (69 to

72 degrees F.) and at any relative

humidity between 10 percent and 70

percent for a period of at least four (4)

hours prior to its application in a test.

(2) Torque the jamnut (78051–64) on

the neck cable (78051–301, rev. E) to

1.35 ±0.27 Nm (1.0 ±0.2 ft-lb) before

each test.

(3) Using neck brackets 78051–303

and –307, mount the head/neck

assembly to the part 572 pendulum test

fixture (see § 572.33, Figure 22,) so that

the midsagittal plane of the head is

vertical and perpendicular to the plane

of motion of the pendulum’s

longitudinal centerline (see § 572.33,

Figure 20, except that the direction of

the head/neck assembly is rotated

around the superior-inferior axis by an

angle of 90 degrees). Install suitable

transducers or other devices necessary

for measuring the ‘‘D’’ plane (horizontal

surface at the base of the skull) rotation

with respect to the pendulum’s

longitudinal centerline. The rotation can

be measured by placing a transducer at

the occipital condyles and another at

the intersection of the centerline of the

neck and the line extending from the

base of the neck as shown in figure 52.

(4) Release the pendulum and allow it

to fall freely from a height to achieve an

impact velocity of 6.89 to 7.13 m/s (22.6

to 23.4 ft/sec) measured at the center of

the pendulum accelerometer.

(5) Allow the neck to flex without the

head or neck contacting any object

during the test.

(6) Time zero is defined as the time

of initial contact between the striker

plate and the pendulum deceleration

medium.

(7) Allow a period of at least thirty

(30) minutes between successive tests

on the same neck assembly.

(b) Performance criteria. (1) The

pendulum deceleration pulse is to be

characterized in terms of decrease in

velocity as obtained by integrating the

pendulum acceleration output.

Time (ms) Pendulum DeltaV (m/s)

10 ....................................... 1.96 to 2.55.

20 ....................................... 4.12 to 5.10.

30 ....................................... 5.73 to 7.01.

40 to 70 .............................. 6.27 to 7.64.

(2) The maximum rotation of the

midsagittal plane of the head shall be 64

to 78 degrees with respect to the

pendulum’s longitudinal centerline. The

decaying head rotation vs. time curve

shall cross the zero angle between 50 to

70 ms after reaching its peak value.

(3) The moment about the x-axis

which coincides with the midsagittal

plane of the head at the level of the

occipital condyles shall have a

maximum value between 88 and 108

Nm. The decaying moment vs. time

curve shall first cross zero moment

between 40 and 60 ms after reaching its

peak value. The following formula is to

be used to calculate the moment about

the occipital condyles when using the

six-axis neck transducer:

M = Mx + 0.01778 Fy

Where Mx and Fy are the moment and

force measured by the transducer and

expressed in terms of Nm and N,

respectively.

(4) The maximum rotation of the head

with respect to the pendulum’s

longitudinal centerline shall occur

between 0 and 20 ms after peak

moment.

§ 572.114 Thorax.

The specifications and test procedure

for the thorax for the SID/HIII dummy

are identical to those applicable to the

SID dummy as set forth in § 572.42

except that the reference to the SID

device found in § 572.42(a), (SA–SID–

M001A revision A, dated May 18, 1994)

does not apply and the reference to the

SID/HIII (SA–SIDH3–M001, dated April

19, 1997) is applied in its place.

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§ 572.115 Lumbar spine and pelvis.

The specifications and test procedure

for the lumbar spine and pelvis are

identical to those for the SID dummy as

set forth in § 572.42 except that the

reference to the SID device found in

§ 572.42(a), (SA–SID–M001A revision

A, dated May 18, 1994) does not apply

and the reference to the SID/HIII (SA–

SIDH3–M001, dated April 19, 1997) is

applied in its place.

§ 572.116 Instrumentation and test

conditions.

(a) The test probe for lateral thoracic

and pelvis impact tests are the same as

those specified in § 572.44(a).

(b) Accelerometer mounting in the

thorax is the same as specified in

§ 572.44(b).

(c) Accelerometer mounting in the

pelvis is the same as specified in

§ 572.44(c).

(d) Head accelerometer mounting is

the same as specified in § 572.36(c).

(e) Neck transducer mounting is the

same as specified in § 572.36(d).

(f) Instrumentation and sensors used

must conform to SAE Recommended

Practice J211, March 1995,

‘‘Instrumentation for Impact Tests.’’

(g) The mountings for the spine, rib

and pelvis accelerometers shall have no

resonance frequency within a range of 3

times the frequency range of the

applicable channel class.

(h) Limb joints of the test dummy

shall be set at the force between 1 to 2

g’s, which just supports the limb’s

weight when the limbs are extended

horizontally forward. The force required

to move a limb segment does not exceed

2 g’s throughout the range of the limb

motion.

(i) Performance tests must be

conducted at a temperature between

20.6 and 22.2 degrees C. (69 to 72

degrees F.) and at a relative humidity

between 10 percent and 70 percent after

exposure of the dummy to those

conditions for a period of at least four

(4) hours.

(j) For the performance of tests

specified in § 572.114 and § 572.115, the

dummy is positioned the same as

specified in § 572.44(h).

Issued on July 29, 1998.

Ricardo Martinez,

Administrator.

[FR Doc. 98–20701 Filed 7–30–98; 3:39 pm]

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