[Federal Register Volume 63, Number 149 (Tuesday, August 4, 1998)]
[Rules and Regulations]
[Pages 41466-41475]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-20701]


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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.

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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 
<a href="/cdn-cgi/l/email-protection#bededecddcdfddd5dfd7cad7cdfed0d6cacddf90dad1ca90d9d1c8">``<span class="__cf_email__" data-cfemail="384b5a595b5359514c514b7856504c4b59165c574c165f574e">[email protected]</span></a>''.
For legal issues:
    Otto Matheke, Office of the Chief Counsel, NCC-20, telephone (202) 
366-5253, facsimile (202) 366-3820, electronic mail 
<a href="/cdn-cgi/l/email-protection#5d3d3d32303c29353836381d3335292e3c73393229733a322b">``<span class="__cf_email__" data-cfemail="c6a9aba7b2aea3ada386a8aeb2b5a7e8a2a9b2e8a1a9b0">[email protected]</span></a>''.

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

[[Page 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-into-pole 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

[[Page 41468]]

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

[[Page 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

[[Page 41470]]

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


Sec. 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

[[Page 41471]]

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.


Sec. 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 Secs. 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 (Sec. 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 (Sec. 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 (Sec. 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 (Sec. 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.''


Sec. 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 
Sec. 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 <plus-minus>1 degrees with the 
impact surface and its anterior-posterior axis is horizontal 
<plus-minus>1 degree.
    (4) Drop the head from a height of 200 <plus-minus>0.25 mm (7.87 
<plus-minus>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 <plus-minus>2 mm 
(2.0 <plus-minus>0.01 in.) thick and 610 <plus-minus>10 mm (24.0 
<plus-minus>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 Sec. 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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Sec. 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 Sec. 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 <plus-minus>0.27 Nm (1.0 <plus-minus>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 Sec. 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 Sec. 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 Delta-V (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.


Sec. 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 Sec. 572.42 except that the reference to the SID device found 
in Sec. 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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Sec. 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 
Sec. 572.42 except that the reference to the SID device found in 
Sec. 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.


Sec. 572.116  Instrumentation and test conditions.

    (a) The test probe for lateral thoracic and pelvis impact tests are 
the same as those specified in Sec. 572.44(a).
    (b) Accelerometer mounting in the thorax is the same as specified 
in Sec. 572.44(b).
    (c) Accelerometer mounting in the pelvis is the same as specified 
in Sec. 572.44(c).
    (d) Head accelerometer mounting is the same as specified in 
Sec. 572.36(c).
    (e) Neck transducer mounting is the same as specified in 
Sec. 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 Sec. 572.114 and 
Sec. 572.115, the dummy is positioned the same as specified in 
Sec. 572.44(h).

    Issued on July 29, 1998.
Ricardo Martinez,
Administrator.
[FR Doc. 98-20701 Filed 7-30-98; 3:39 pm]
BILLING CODE 4910-59-P


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