27288 Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations

enrolls in an HMO. A contribution does

not discriminate financially if the

method of determining the contribution

is reasonable and is designed to ensure

that employees have a fair choice among

health benefits plan alternatives.

(2) Effect of agreements or contracts.

The employing entity or designee is not

required to pay more for health benefits

as a result of offering the HMO

alternative than it would otherwise be

required to pay under a collective

bargaining agreement or contract that

provides for health benefits and is in

effect at the time the HMO alternative is

included.

(3) Examples of acceptable employer

contributions. The following are

methods that are considered

nondiscriminatory:

(i) The employer contribution to the

HMO is the same, per employee, as the

contribution to non-HMO alternatives.

(ii) The employer contribution reflects

the composition of the HMO’s

enrollment in terms of enrollee

attributes that can reasonably be used to

predict utilization, experience, costs, or

risk. For each enrollee in a given class

established on the basis of those

attributes, the employer contributes an

equal amount, regardless of the health

benefits plan chosen by the employee.

(iii) The employer contribution is a

fixed percentage of the premium for

each of the alternatives offered.

(iv) The employer contribution is

determined under a mutually acceptable

arrangement negotiated by the HMO and

the employer. In negotiating the

arrangement, the employer may not

insist on terms that would cause the

HMO to violate any of the requirements

of this part.

(4) Adjustment of employer

contribution. An employer contribution

determined by an acceptable method

may in some cases be adjusted if it

would result in a nominal payment or

no payment at all by HMO enrollees

(because the HMO premium is lower

than the premiums for the other

alternatives offered). If, for example the

employer has a policy of requiring all

employees to contribute to their health

benefits plan, the employer may require

HMO enrollees who would otherwise

pay little or nothing at all, to make a

payment that does not exceed 50

percent of the employee contribution to

the principal non-HMO alternative. The

principal non-HMO alternative is the

one that covers the largest number of

enrollees from the particular employer.

(b) Administrative expenses. (1) In

determining the amount of its

contribution to the HMO, the employing

entity or designee may not consider

administrative expenses incurred in

connection with offering any alternative

in the health benefits plan.

(2) However, if the employing entity

or designee has special requirements for

other than standard solicitation

brochures and enrollment literature, it

must, in the case of the HMO

alternative, determine and distribute

any administrative costs attributable to

those requirements in a manner

consistent with its method of

determining and distributing those costs

for the non-HMO alternatives.

(c) Exclusion for contribution for

certain benefits. In determining the

amount of the employing entity’s

contribution or the designee’s cost for

the HMO alternative, the employing

entity or designee may exclude those

portions of the contribution allocable to

benefits (such as life insurance or

insurance for supplemental health

benefits)—

(1) For which eligible employees and

their eligible dependents are covered

notwithstanding selection of the HMO

alternative; and

(2) That are not offered on a

prepayment basis by the HMO to the

employing entity’s employees.

(d) Contributions determined by

agreements or contracts or by law. If the

specific amount of the employing

entity’s contribution for health benefits

is fixed by an agreement or contract, or

by law, that amount constitutes the

employing entity’s obligation for

contribution toward the HMO

premiums.

(e) Allocation of portion of a

contribution determined by an

agreement. In some cases, the

employing entity’s contribution for

health benefits is determined by an

agreement that also provides for benefits

other than health benefits. In that case,

the employing entity must determine, or

instruct its designee to determine, what

portion of its contribution is applicable

to health benefits.

(f) Retention and availability of data.

Each employing entity or designee must

retain the following data for three years

and make it available to HCFA upon

request:

(1) The data used to compute the level

of contribution for each of the plans

offered to employees.

(2) Related data about the employees

who are eligible to enroll in a plan.

(3) A description of the methodology

for computation.

(g) HCFA review of data. (1) HCFA

may request and review the data

specified in paragraph (f) of this section

on its own initiative or in response to

requests from HMOs or employees.

(2) The purpose of HCFA’s review is

to determine whether the methodology

and the level of contribution comply

with the requirements of this subpart.

(3) HMOs and employees that request

HCFA to review must set forth

reasonable grounds for making the

request.

7. In § 417.155(d)(2) introductory text,

‘‘which’’ is removed and ‘‘that’’ is added

in its place.

8. In § 417.159, ‘‘The obligation’’ is

revised to read ‘‘The decision’’, and

‘‘HMO option’’ is revised to read ‘‘HMO

alternative’’.

9. In the heading of § 417.164,

‘‘qualifiers’’ is removed and

‘‘qualification’’ is added in its place.

10. In § 417.166(a)(1), ‘‘change’’ is

removed and ‘‘changed’’ is added in its

place.

(Catalog of Federal Domestic Assistance

Program No. 93.773, Medicare—Hospital

Insurance; and Program No. 93.774,

Medicare—Supplementary Medical

Insurance Program)

Dated: August 14, 1995.

Bruce C. Vladeck,

Administrator, Health Care Financing

Administration.

Dated: December 5, 1995.

Donna E. Shalala,

Secretary.

[FR Doc. 96–13629 Filed 5–30–96; 8:45 am]

BILLING CODE 4120–01–P

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Part 571

[Docket No. 96–050; Notice 1]

RIN 2127–AG31

Federal Motor Vehicle Safety

Standards; Air Brake Systems

AGENCY: National Highway Traffic

Safety Administration (NHTSA), DOT.

ACTION: Final rule; technical

amendment.

SUMMARY: This document revises

Standard No. 121, Air brake systems to

remove obsolete provisions and to

update and reorganize the standard.

This revision substantially clarifies and

simplifies this safety standard without

changing any of its substantive

requirements.

EFFECTIVE DATE: This rule is effective

March 1, 1997.

FOR FURTHER INFORMATION CONTACT: Mr.

Richard Carter, Office of Vehicle Safety

Standards, NPS–11, National Highway

Traffic Safety Administration, 400

Seventh Street, SW., Washington, DC
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27289

20590. Telephone: (202) 366–5274. Fax:

(202) 366–4329. For legal issues: Mr.

Marvin L. Shaw, Office of Chief

Counsel, NCC–20, National Highway

Traffic Safety Administration, 400

Seventh Street, SW., Washington, DC

20590. Telephone: (202) 366–2992.

SUPPLEMENTARY INFORMATION: Pursuant

to the March 4, 1995, directive,

‘‘Regulatory Reinvention Initiative,’’

from the President to the heads of

departments and agencies, the National

Highway Traffic Safety Administration

(NHTSA) has undertaken a review of all

its regulations and directives. During

the course of this review, the agency

identified several regulations that are

potential candidates for amendment.

One of these regulations is Standard

No. 121, Air brake systems. There are

two major types of changes. The first

type of change involves deleting

obsolete provisions. For example,

S5.3.3.2 of current Standard No. 121

sets forth optional requirements about

brake actuation time for systems

manufactured before May 3, 1991.

Similarly, S6.1.8.1(a) sets forth an

optional burnish procedure for vehicles

manufactured before September 1, 1994.

The second type of change involves

updating the Code of Federal

Regulations to include the agency’s

recent amendments to Standard No.

121. For instance, on March 10, 1995,

NHTSA amended Standard No. 121 to

require air braked vehicles to be

equipped with antilock brake systems

and to reinstate stopping distance

requirements. (60 FR 13216). Portions of

these amendments were subsequently

revised on December 13, 1995, (60 FR

63965) and February 15, 1996, (61 FR

2412). Today’s notice contains the

agency’s most recent amendments of

these provisions. In removing obsolete

provisions and updating the standard,

the agency’s goal is to clarify and

simplify Standard No. 121, without

changing any of its substantive

requirements.

This rulemaking action responds to

petitions for reconsideration addressing

the agency’s antilock brake system

rulemaking in which the Heavy Duty

Brake Manufacturers Council (HDBMC),

the American Automobile

Manufacturers Association (AAMA),

and Midland-Grau requested that the

agency publish a complete and updated

version of Standard No. 121.

In rewriting Standard No. 121, a

significant issue was what effective date

to select. A number of new requirements

for Standard No. 121 will take effect in

the next few years. Of particular note,

the requirements for antilock brake

systems and for stopping distance tests

are being phased in for various vehicle

types (e.g., truck tractors, trailers, and

single unit vehicles) between March 1,

1997, and March 1, 1998. As a result of

these new amendments, the standard’s

requirements vary significantly for

different dates over the next two years.

After examining the current standard,

NHTSA has concluded that clarifying

and simplifying Standard No. 121 can

best be accomplished by selecting an

effective date of March 1, 1997, the date

when truck tractors must first comply

with the new antilock brake system and

stopping distance requirements. Most of

the changes in the regulatory text delete

obsolete requirements and provisions

which are, or will be, irrelevant by

March 1, 1997.

This rulemaking action results in a

more straightforward Standard No. 121

that will take mandatory effect on

March 1, 1997, with optional

compliance for vehicles manufactured

before that date. Manufacturers and

other interested persons should

continue to consult the current Standard

No. 121 concerning the additional

compliance options that are available

before that date. While the existing

standard is longer and more complex

than desirable, it is well understood by

the industry. Moreover, it is not clear

that any effort to rewrite Standard No.

121 for an earlier effective date could be

successful in achieving the goal of a

substantially clarified and simpler

standard, given the many additional

complex provisions that would have to

be retained.

The rewritten Standard No. 121 is

organized as follows:

S1. Scope.

S2. Purpose.

S3. Application.

S4. Definitions.

S5. Requirements.

S5.1 Required equipment for trucks and

buses.

S5.2 Required equipment for trailers.

S5.3 Service brakes—road tests.

S5.4 Service brakes—dynamometer tests.

S5.5 Service brakes—antilock systems.

S5.6 Parking brakes.

S5.7 Emergency brakes for trucks and

buses.

S5.8 Emergency brakes for trailers.

S5.9 Final inspection.

S6. Conditions.

S6.1 Road test conditions.

S6.2 Dynamometer test conditions.

Rulemaking Analyses and Notices

Executive Order 12866 and DOT

Regulatory Policies and Procedures

NHTSA has considered the impact of

this rulemaking action under E.O. 12866

and the Department of Transportation’s

regulatory policies and procedures. This

rulemaking document was not reviewed

under E.O. 12866, ‘‘Regulatory Planning

and Review.’’ This action has been

determined to be not ‘‘significant’’

under the Department of

Transportation’s regulatory policies and

procedures.

The purpose of this rewrite is to

clarify and simplify the requirements of

Standard No. 121. This rewrite does not

substantively change the requirements

of the standard. This means that the

rulemaking will not have any impacts

on safety or the compliance costs for

manufacturers. Accordingly, a full

regulatory evaluation has not been

prepared for this rulemaking.

Regulatory Flexibility Act

NHTSA has also considered the

effects of this regulatory action under

the Regulatory Flexibility Act. I hereby

certify that this rulemaking will not

have a significant economic impact on

a substantial number of small entities.

For the reasons stated above,

simplifying and clarifying Standard No.

121 will not result in any economic

impacts on those vehicle manufacturers

that are small entities. Further, since no

cost changes are associated with this

rulemaking, small organizations and

small governmental entities should not

be affected in their capacity as

purchasers of new vehicles.

National Environmental Policy Act

NHTSA has analyzed this rulemaking

for the purposes of the National

Environmental Policy Act and

determined that it has no significant

impact on the quality of human life.

Executive Order 12612 (Federalism)

NHTSA has analyzed this rulemaking

in accordance with the principles and

criteria set forth in Executive Order

12612. NHTSA has determined that this

rulemaking does not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

Civil Justice Reform

This rule will not have any retroactive

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

a Federal motor vehicle safety standard

is in effect, a State may not adopt or

maintain a safety standard applicable to

the same aspect of performance which

is not identical to the Federal standard,

except to the extent that the state

requirement imposes a higher level of

performance and applies only to

vehicles procured for the State’s use. 49

U.S.C. 30161 sets forth a procedure for

judicial review of final rules

establishing, amending or revoking

Federal motor vehicle safety standards.

That section does not require

submission of a petition for
27290 Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations

reconsideration or other administrative

proceedings before parties may file suit

in court.

List of Subjects in 49 CFR Part 571

Imports, Motor vehicle safety, Motor

vehicles, Rubber and rubber products,

Tires.

In consideration of the foregoing,

NHTSA amends 49 CFR Part 571 as

follows:

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 571.121 is revised to read

as follows:

§ 571.121 Standard No. 121; Air brake

systems.

S1. Scope. This standard establishes

performance and equipment

requirements for braking systems on

vehicles equipped with air brake

systems.

S2. Purpose. The purpose of this

standard is to insure safe braking

performance under normal and

emergency conditions.

S3. Application. This standard

applies to trucks, buses, and trailers

equipped with air brake systems.

However, it does not apply to:

(a) Any trailer that has a width of

more than 102.36 inches with

extendable equipment in the fully

retracted position and is equipped with

two short track axles in a line across the

width of the trailer.

(b) Any vehicle equipped with an axle

that has a gross axle weight rating

(GAWR) of 29,000 pounds or more;

(c) Any truck or bus that has a speed

attainable in 2 miles of not more than

33 mph;

(d) Any truck that has a speed

attainable in 2 miles of not more than

45 mph, an unloaded vehicle weight

that is not less than 95 percent of its

gross vehicle weight rating (GVWR), and

no capacity to carry occupants other

than the driver and operating crew;

(e) Any trailer that has a GVWR of

more than 120,000 pounds and whose

body conforms to that described in the

definition of heavy hauler trailer set

forth in S4;

(f) Any trailer that has an unloaded

vehicle weight which is not less than 95

percent of its GVWR; and

(g) Any load divider dolly.

S4. Definitions.

Agricultural commodity trailer means

a trailer that is designed to transport

bulk agricultural commodities in offroad harvesting sites and to a processing

plant or storage location, as evidenced

by skeletal construction that

accommodates harvest containers, a

maximum length of 28 feet, and an

arrangement of air control lines and

reservoirs that minimizes damage in

field operations.

Air brake system means a system that

uses air as a medium for transmitting

pressure or force from the driver control

to the service brake, including an airover-hydraulic brake subsystem, but

does not include a system that uses

compressed air or vacuum only to assist

the driver in applying muscular force to

hydraulic or mechanical components.

Air-over-hydraulic brake subsystem

means a subsystem of the air brake

system that uses compressed air to

transmit a force from the driver control

to a hydraulic brake system to actuate

the service brakes.

Antilock brake system or ABS means

a portion of a service brake system that

automatically controls the degree of

rotational wheel slip during braking by:

(1) Sensing the rate of angular rotation

of the wheels;

(2) Transmitting signals regarding the

rate of wheel angular rotation to one or

more controlling devices which

interpret those signals and generate

responsive controlling output signals;

and

(3) Transmitting those controlling

signals to one or more modulators

which adjust brake actuating forces in

response to those signals.

Auto transporter means a truck and a

trailer designed for use in combination

to transport motor vehicles, in that the

towing vehicle is designed to carry

cargo at a location other than the fifth

wheel and to load this cargo only by

means of the towed vehicle.

Common diaphragm means a single

brake chamber diaphragm which is a

component of the parking, emergency,

and service brake systems.

Container chassis trailer means a

semitrailer of skeleton construction

limited to a bottom frame, one or more

axles, specially built and fitted with

locking devices for the transport of

intermodal shipping containers, so that

when the chassis and container are

assembled, the units serve the same

function as an over the road trailer.

Directly controlled wheel means a

wheel for which the degree of rotational

wheel slip is sensed, either at that wheel

or on the axle shaft for that wheel and

corresponding signals are transmitted to

one or more modulators that adjust the

brake actuating forces at that wheel.

Each modulator may also adjust the

brake actuating forces at other wheels

that are on the same axle or in the same

axle set in response to the same signal

or signals.

Full-treadle brake application means

a brake application in which the treadle

valve pressure in any of the valve’s

output circuits reaches 85 pounds per

square inch (psi) within 0.2 seconds

after the application is initiated, or in

which maximum treadle travel is

achieved within 0.2 seconds after the

application is initiated.

Heavy hauler trailer means a trailer

which has one or more of the following

characteristics, but which is not a

container chassis trailer:

(1) Its brake lines are designed to

adapt to separation or extension of the

vehicle frame; or

(2) Its body consists only of a platform

whose primary cargo-carrying surface is

not more than 40 inches above the

ground in an unloaded condition,

except that it may include sides that are

designed to be easily removable and a

permanent ‘‘front end structure’’ as that

term is used in § 393.106 of this title.

Independently controlled wheel

means a directly controlled wheel for

which the modulator does not adjust the

brake actuating forces at any other

wheel on the same axle.

Indirectly controlled wheel means a

wheel at which the degree of rotational

wheel slip is not sensed, but at which

the modulator of an antilock braking

system adjusts its brake actuating forces

in response to signals from one or more

sensed wheel(s).

Initial brake temperature means the

average temperature of the service

brakes on the hottest axle of the vehicle

0.2 mile before any brake application in

the case of road tests, or 18 seconds

before any brake application in the case

of dynamometer testing.

Intermodal shipping container means

a reusable, transportable enclosure that

is especially designed with integral

locking devices for securing the

container to the trailer to facilitate the

efficient and bulk shipping and transfer

of goods by, or between various modes

of transport, such as highway, rail, sea

and air.

Load divider dolly means a trailer

composed of a trailer chassis and one or

more axles, with no solid bed, body, or

container attached, and which is

designed exclusively to support a

portion of the load on a trailer or truck

excluded from all the requirements of

this standard.

Maximum drive-through speed means

the highest possible constant speed at

which the vehicle can be driven through

200 feet of a 500-foot radius curve arc

without leaving the 12-foot lane.
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27291

Maximum treadle travel means the

distance that the treadle moves from its

position when no force is applied to its

position when the treadle reaches a full

stop.

Peak friction coefficient or PFC means

the ratio of the maximum value of

braking test wheel longitudinal force to

the simultaneous vertical force

occurring prior to wheel lockup, as the

braking torque is progressively

increased.

Pulpwood trailer means a trailer that

is designed exclusively for harvesting

logs or pulpwood and constructed with

a skeletal frame with no means for

attachment of a solid bed, body, or

container, and with an arrangement of

air control lines and reservoirs designed

to minimize damage in off-road

operations.

Straddle trailer means a trailer that is

designed to transport bulk agricultural

commodities from the harvesting

location as evidenced by a framework

that is driven over the cargo and lifting

arms that suspend the cargo for transit.

Wheel lockup means 100 percent

wheel slip.

S5. Requirements. Each vehicle shall

meet the following requirements under

the conditions specified in S6.

S5.1 Required equipment for trucks

and buses. Each truck and bus shall

have the following equipment:

S5.1.1 Air compressor. An air

compressor of sufficient capacity to

increase air pressure in the supply and

service reservoirs from 85 psi to 100 psi

when the engine is operating at the

vehicle manufacturer’s maximum

recommended r.p.m. within a time, in

seconds, determined by the quotient

(Actual reservoir capacity x 25) /

Required reservoir capacity.

S5.1.1.1 Air compressor cut-in

pressure. The air compressor governor

cut-in pressure shall be 100 psi or

greater.

S5.1.2 Reservoirs. One or more

service reservoir systems, from which

air is delivered to the brake chambers,

and either an automatic condensate

drain valve for each service reservoir or

a supply reservoir between the service

reservoir system and the source of air

pressure.

S5.1.2.1 The combined volume of all

service reservoirs and supply reservoirs

shall be at least 12 times the combined

volume of all service brake chambers.

For each brake chamber type having a

full stroke at least as great as the first

number in Column 1 of Table V, but no

more than the second number in

Column 1 of Table V, the volume of

each brake chamber for purposes of

calculating the required combined

service and supply reservoir volume

shall be either that specified in Column

2 of Table V or the actual volume of the

brake chamber at maximum travel of the

brake piston or pushrod, whichever is

lower. The volume of a brake chamber

not listed in Table V is the volume of

the brake chamber at maximum travel of

the brake piston or pushrod. The

reservoirs of the truck portion of an auto

transporter need not meet this

requirement for reservoir volume.

S5.1.2.2 Each reservoir shall be

capable of withstanding an internal

hydrostatic pressure of five times the

compressor cutout pressure or 500 psi,

whichever is greater, for 10 minutes.

S5.1.2.3 Each service reservoir

system shall be protected against loss of

air pressure due to failure or leakage in

the system between the service reservoir

and the source of air pressure, by check

valves or equivalent devices whose

proper functioning can be checked

without disconnecting any air line or

fitting.

S5.1.2.4 Each reservoir shall have a

condensate drain valve that can be

manually operated.

S5.1.3 Towing vehicle protection

system. If the vehicle is intended to tow

another vehicle equipped with air

brakes, a system to protect the air

pressure in the towing vehicle from the

effects of a loss of air pressure in the

towed vehicle.

S5.1.4 Pressure gauge. A pressure

gauge in each service brake system,

readily visible to a person seated in the

normal driving position, that indicates

the service reservoir system air pressure.

The accuracy of the gauge shall be

within plus or minus 7 percent of the

compressor cut-out pressure.

S5.1.5 Warning signal. A signal,

other than a pressure gauge, that gives

a continuous warning to a person in the

normal driving position when the

ignition is in the ‘‘on’’ (‘‘run’’) position

and the air pressure in the service

reservoir system is below 60 psi. The

signal shall be either visible within the

driver’s forward field of view, or both

audible and visible.

S5.1.6 Antilock brake system.

S5.1.6.1(a) Each single-unit vehicle

manufactured on or after March 1, 1998,

shall be equipped with an antilock

brake system that directly controls the

wheels of at least one front axle and the

wheels of at least one rear axle of the

vehicle. Wheels on other axles of the

vehicle may be indirectly controlled by

the antilock brake system.

(b) Each truck tractor manufactured

on or after March 1, 1997, shall be

equipped with an antilock brake system

that directly controls the wheels of at

least one front axle and the wheels of at

least one rear axle of the vehicle, with

the wheels of at least one axle being

independently controlled. Wheels on

other axles of the vehicle may be

indirectly controlled by the antilock

brake system. A truck tractor shall have

no more than three wheels controlled by

one modulator.

S5.1.6.2 Antilock malfunction signal

and circuit.

(a) Each truck tractor manufactured

on or after March 1, 1997, and each

single unit vehicle manufactured on or

after March 1, 1998, shall be equipped

with an indicator lamp, mounted in

front of and in clear view of the driver,

which is activated whenever there is a

malfunction that affects the generation

or transmission of response or control

signals in the vehicle’s antilock brake

system. The indicator lamp shall remain

activated as long as such a malfunction

exists, whenever the ignition (start)

switch is in the ‘‘on’’ (‘‘run’’) position,

whether or not the engine is running.

Each message about the existence of

such a malfunction shall be stored in

the antilock brake system after the

ignition switch is turned to the ‘‘off’’

position and automatically reactivated

when the ignition switch is again turned

to the ‘‘on’’ (‘‘run’’) position. The

indicator lamp shall also be activated as

a check of lamp function whenever the

ignition is turned to the ‘‘on’’ (‘‘run’’)

position. The indicator lamp shall be

deactivated at the end of the check of

lamp function unless there is a

malfunction or a message about a

malfunction that existed when the key

switch was last turned to the ‘‘off’’

position.

(b) Each truck tractor manufactured

on or after March 1, 2001, and each

single unit vehicle manufactured on or

after March 1, 2001, that is equipped to

tow another air-braked vehicle, shall be

equipped with an electrical circuit that

is capable of transmitting a malfunction

signal from the antilock brake system(s)

on one or more towed vehicle(s) (e.g.,

trailer(s) and dolly(ies)) to the trailer

ABS malfunction lamp in the cab of the

towing vehicle, and shall have the

means for connection of this electrical

circuit to the towed vehicle. Each such

truck tractor and single unit vehicle

shall also be equipped with an indicator

lamp, separate from the lamp required

in S5.1.6.2(a), mounted in front of and

in clear view of the driver, which is

activated whenever the malfunction

signal circuit described above receives a

signal indicating an ABS malfunction

on one or more towed vehicle(s). The

indicator lamp shall remain activated as

long as an ABS malfunction signal from

one or more towed vehicle(s) is present,

whenever the ignition (start) switch is in

the ‘‘on’’ (‘‘run’’) position, whether or
27292 Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations

not the engine is running. The indicator

lamp shall also be activated as a check

of lamp function whenever the ignition

is turned to the ‘‘on’’ (‘‘run’’) position.

The indicator lamp shall be deactivated

at the end of the check of lamp function

unless a trailer ABS malfunction signal

is present.

S5.1.6.3 Antilock power circuit for

towed vehicles. Each truck tractor

manufactured on or after March 1, 1997,

and each single unit vehicle

manufactured on or after March 1, 1998,

that is equipped to tow another airbraked vehicle shall be equipped with

one or more electrical circuits that

provide continuous power to the

antilock system on the towed vehicle or

vehicles whenever the ignition (start)

switch is in the ‘‘on’’ (‘‘run’’) position.

Such a circuit shall be adequate to

enable the antilock system on each

towed vehicle to be fully operable.

S5.1.7 Service brake stop lamp

switch. A switch that lights the stop

lamps when the service brake control is

statically depressed to a point that

produces a pressure of 6 psi or less in

the service brake chambers.

S5.1.8 Brake distribution and

automatic adjustment. Each vehicle

shall be equipped with a service brake

system acting on all wheels.

(a) Brake adjuster. Wear of the service

brakes shall be compensated for by

means of a system of automatic

adjustment. When inspected pursuant to

S5.9, the adjustment of the service

brakes shall be within the limits

recommended by the vehicle

manufacturer.

(b) Brake indicator. For each brake

equipped with an external automatic

adjustment mechanism and having an

exposed pushrod, the condition of

service brake under-adjustment shall be

displayed by a brake adjustment

indicator that is discernible when

viewed with 20/40 vision from a

location adjacent to or underneath the

vehicle, when inspected pursuant to

S5.9.

S5.2 Required equipment for

trailers. Each trailer shall have the

following equipment:

S5.2.1 Reservoirs. One or more

reservoirs to which the air is delivered

from the towing vehicle.

S5.2.1.1 The total volume of each

service reservoir shall be at least eight

times the combined volume of all

service brake chambers serviced by that

reservoir. For each brake chamber type

having a full stroke at least as great as

the first number in Column 1 of Table

V, but no more than the second number

in column 1, the volume of each brake

chamber for purposes of calculating the

required total service reservoir volume

shall be either the number specified in

Column 2 of Table V or the actual

volume of the brake chamber at

maximum travel of the brake piston or

pushrod, whichever is lower. The

volume of a brake chamber not listed in

Table V is the volume of the brake

chamber at maximum travel of the brake

piston or pushrod. The reservoirs on a

heavy hauler trailer and the trailer

portion of an auto transporter need not

meet this requirement for reservoir

volume.

S5.2.1.2 Each reservoir shall be

capable of withstanding an internal

hydrostatic pressure of 500 psi for 10

minutes.

S5.2.1.3 Each reservoir shall have a

condensate drain valve that can be

manually operated.

S5.2.1.4 Each service reservoir shall

be protected against loss of air pressure

due to failure or leakage in the system

between the service reservoir and its

source of air pressure by check valves or

equivalent devices.

S5.2.2 Brake distribution and

automatic adjustment. Each vehicle

shall be equipped with a service brake

system acting on all wheels.

(a) Brake adjuster. Wear of the service

brakes shall be compensated for by

means of a system of automatic

adjustment. When inspected pursuant to

S5.9, the adjustment of the service

brakes shall be within the limits

recommended by the vehicle

manufacturer.

(b) Brake indicator. For each brake

equipped with an external automatic

adjustment mechanism and having an

exposed pushrod, the condition of

service brake under-adjustment shall be

displayed by a brake adjustment

indicator in a manner that is discernible

when viewed with 20/40 vision from a

location adjacent to or underneath the

vehicle, when inspected pursuant to

S5.9.

S5.2.3 Antilock brake system.

S5.2.3.1(a) Each semitrailer (including

a trailer converter dolly) manufactured

on or after March 1, 1998, shall be

equipped with an antilock brake system

that directly controls the wheels of at

least one axle of the vehicle. Wheels on

other axles of the vehicle may be

indirectly controlled by the antilock

brake system.

(b) Each full trailer manufactured on

or after March 1, 1998, shall be

equipped with an antilock brake system

that directly controls the wheels of at

least one front axle of the vehicle and

at least one rear axle of the vehicle.

Wheels on other axles of the vehicle

may be indirectly controlled by the

antilock brake system.

S5.2.3.2 Antilock malfunction

signal. Each trailer (including a trailer

converter dolly) manufactured on or

after March 1, 2001, that is equipped

with an antilock brake system shall be

equipped with an electrical circuit that

is capable of signaling a malfunction in

the trailer’s antilock brake system, and

shall have the means for connection of

this antilock brake system malfunction

signal circuit to the towing vehicle. The

electrical circuit need not be separate or

dedicated exclusively to this

malfunction signaling function. The

signal shall be present whenever there

is a malfunction that affects the

generation or transmission of response

or control signals in the trailer’s antilock

brake system. The signal shall remain

present as long as the malfunction

exists, whenever power is supplied to

the antilock brake system. Each message

about the existence of such a

malfunction shall be stored in the

antilock brake system whenever power

is no longer supplied to the system, and

the malfunction signal shall be

automatically reactivated whenever

power is again supplied to the trailer’s

antilock brake system. In addition, each

trailer manufactured on or after March

1, 2001, that is designed to tow other

air-brake equipped trailers shall be

capable of transmitting a malfunction

signal from the antilock brake systems

of additional trailers it tows to the

vehicle towing it.

S5.2.3.3 Antilock malfunction

indicator. In addition to the

requirements of S5.2.3.2, each trailer

(including a trailer converter dolly)

manufactured on or after March 1, 1998,

and before March 1, 2009, shall be

equipped with an external indicator

lamp that is activated whenever there is

a malfunction that affects the generation

or transmission of response or control

signals in the trailer’s antilock brake

system. The indicator lamp shall remain

activated as long as such a malfunction

exists, whenever power is supplied to

the antilock brake system. Each message

about the existence of such a

malfunction shall be stored in the

antilock brake system whenever power

is no longer supplied to the system, and

the malfunction signal shall be

automatically reactivated when power is

again supplied to the trailer’s antilock

brake system. The indicator lamp shall

also be activated as a check of lamp

function whenever power is supplied to

the antilock brake system and the

vehicle is stationary. The indicator lamp

shall be deactivated at the end of the

check of lamp function unless there is

a malfunction or a message about a

malfunction that existed when power
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27293

was last supplied to the antilock brake

system.

S5.3 Service brakes—road tests. The

service brake system on each truck

tractor manufactured before March 1,

1997, shall, under the conditions of S6,

meet the requirements of S5.3.3 and

S5.3.4, when tested without adjustments

other than those specified in this

standard. The service brake system on

each truck tractor manufactured on or

after March 1, 1997, shall, under the

conditions of S6, meet the requirements

of S5.3.1, S5.3.3, S5.3.4, and S5.3.6,

when tested without adjustments other

than those specified in this standard.

The service brake system on each bus

and truck (other than a truck tractor)

manufactured before March 1, 1998,

shall, under the conditions of S6, meet

the requirements of S5.3.3, and S5.3.4,

when tested without adjustments other

than those specified in this standard.

The service brake system on each bus

and truck (other than a truck tractor)

manufactured on or after March 1, 1998,

shall, under the conditions of S6, meet

the requirements of S5.3.1, S5.3.3, and

S5.3.4 when tested without adjustments

other than those specified in this

standard. The service brake system on

each trailer shall, under the conditions

of S6, meet the requirements of S5.3.3,

S5.3.4, and S5.3.5 when tested without

adjustments other than those specified

in this standard. However, a heavy

hauler trailer and the truck and trailer

portions of an auto transporter need not

meet the requirements of S5.3.

S5.3.1 Stopping distance—trucks

and buses. When stopped six times for

each combination of vehicle type,

weight, and speed specified in S5.3.1.1,

in the sequence specified in Table I,

each truck tractor manufactured on or

after March 1, 1997, and each single

unit vehicle manufactured on or after

March 1, 1998, shall stop at least once

in not more than the distance specified

in Table II, measured from the point at

which movement of the service brake

control begins, without any part of the

vehicle leaving the roadway, and with

wheel lockup permitted only as follows:

(a) At vehicle speeds above 20 mph,

any wheel on a nonsteerable axle other

than the two rearmost nonliftable,

nonsteerable axles may lock up, for any

duration. The wheels on the two

rearmost nonliftable, nonsteerable axles

may lock up according to S5.3.1(b).

(b) At vehicle speeds above 20 mph,

one wheel on any axle or two wheels on

any tandem may lock up for any

duration.

(c) At vehicle speeds above 20 mph,

any wheel not permitted to lock in

S5.3.1 (a) or (b) may lock up repeatedly,

with each lockup occurring for a

duration of one second or less.

(d) At vehicle speeds of 20 mph or

less, any wheel may lock up for any

duration.

S5.3.1.1 Stop the vehicle from 60

mph on a surface with a peak friction

coefficient of 0.9 with the vehicle

loaded as follows:

(a) Loaded to its GVWR,

(b) In the truck tractor only

configuration plus up to 500 lbs., and

(c) At its unloaded vehicle weight

(except for truck tractors) plus up to 500

lbs. (including driver and

instrumentation). If the speed attainable

in two miles is less than 60 mph,

vehicle shall stop from a speed in Table

II that is 4 to 8 mph less than the speed

attainable in 2 miles.

S5.3.2 [Reserved]

S5.3.3 Brake actuation time. Each

service brake system shall meet the

requirements of S5.3.3.1 (a) and (b).

S5.3.3.1(a) With an initial service

reservoir system air pressure of 100 psi,

the air pressure in each brake chamber

shall, when measured from the first

movement of the service brake control,

reach 60 psi in not more than 0.45

second in the case of trucks and buses,

0.50 second in the case of trailers, other

than trailer converter dollies, designed

to tow another vehicle equipped with

air brakes, 0.55 second in the case of

trailer converter dollies, and 0.60

second in the case of trailers other than

trailers designed to tow another vehicle

equipped with air brakes. A vehicle

designed to tow another vehicle

equipped with air brakes shall meet the

above actuation time requirement with

a 50-cubic-inch test reservoir connected

to the control line output coupling. A

trailer, including a trailer converter

dolly, shall meet the above actuation

time requirement with its control line

input coupling connected to the test rig

shown in Figure 1.

(b) For a vehicle that is designed to

tow another vehicle equipped with air

brakes, the pressure in the 50-cubic-inch

test reservoir referred to in S5.3.3.1(a)

shall, when measured from the first

movement of the service brake control,

reach 60 psi not later than the time the

fastest brake chamber on the vehicle

reaches 60 psi or, at the option of the

manufacturer, in not more than 0.35

second in the case of trucks and buses,

0.55 second in the case of trailer

converter dollies, and 0.50 second in the

case of trailers other than trailer

converter dollies.

S5.3.4 Brake release time. Each

service brake system shall meet the

requirements of S5.3.4.1 (a) and (b).

S5.3.4.1(a) With an initial service

brake chamber air pressure of 95 psi, the

air pressure in each brake chamber

shall, when measured from the first

movement of the service brake control,

fall to 5 psi in not more than 0.55

second in the case of trucks and buses;

1.00 second in the case of trailers, other

than trailer converter dollies, designed

to tow another vehicle equipped with

air brakes; 1.10 seconds in the case of

trailer converter dollies; and 1.20

seconds in the case of trailers other than

trailers designed to tow another vehicle

equipped with air brakes. A vehicle

designated to tow another vehicle

equipped with air brakes shall meet the

above release time requirement with a

50-cubic-inch test reservoir connected

to the control line output coupling. A

trailer, including a trailer converter

dolly, shall meet the above release time

requirement with its control line input

coupling connected to the test rig shown

in Figure 1.

(b) For vehicles designed to tow

another vehicle equipped with air

brakes, the pressure in the 50-cubic-inch

test reservoir referred to in S5.3.4.1(a)

shall, when measured from the first

movement of the service brake control,

fall to 5 psi in not more than 0.75

seconds in the case of trucks and buses,

1.10 seconds in the case of trailer

converter dollies, and 1.00 seconds in

the case of trailers other than trailer

converter dollies.

S5.3.5 Control signal pressure

differential—converter dollies and

trailers designed to tow another vehicle

equipped with air brakes.

(a) For a trailer designed to tow

another vehicle equipped with air

brakes, the pressure differential between

the control line input coupling and a 50-

cubic-inch test reservoir attached to the

control line output coupling shall not

exceed the values specified in S5.3.5(a)

(1), (2), and (3) under the conditions

specified in S5.3.5(b) (1) through (4):

(1) 1 psi at all input pressures equal

to or greater than 5 psi, but not greater

than 20 psi;

(2) 2 psi at all input pressures equal

to or greater than 20 psi but not greater

than 40 psi; and

(3) Not more than a 5-percent

differential at any input pressure equal

to or greater than 40 psi.

(b) The requirements in S5.3.5(a) shall

be met—

(1) When the pressure at the input

coupling is steady, increasing or

decreasing;

(2) When air is applied to or released

from the control line input coupling

using the trailer test rig shown in Figure

1;

(3) With a fixed orifice consisting of

a 0.0180 inch diameter hole (no. 77 drill

bit) in a 0.032 inch thick disc installed
27294 Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations

in the control line between the trailer

test rig coupling and the vehicle’s

control line input coupling; and

(4) Operating the trailer test rig in the

same manner and under the same

conditions as it is operated during

testing to measure brake actuation and

release times, as specified in S5.3.3 and

S5.3.4, except for the installation of the

orifice in the control line to restrict

airflow rate.

S5.3.6 Stability and control during

braking—truck tractors. When stopped

four consecutive times for each

combination of weight, speed, and road

conditions specified in S5.3.6.1 and

S5.3.6.2, each truck tractor

manufactured on or after March 1, 1997,

shall stop at least three times within the

12-foot lane, without any part of the

vehicle leaving the roadway.

S5.3.6.1 Using a full-treadle brake

application for the duration of the stop,

stop the vehicle from 30 mph or 75

percent of the maximum drive-through

speed, whichever is less, on a 500-foot

radius curved roadway with a wet level

surface having a peak friction coefficient

of 0.5 when measured on a straight or

curved section of the curved roadway

using an American Society for Testing

and Materials (ASTM) E1136 standard

reference tire, in accordance with ASTM

Method E1337–90, at a speed of 40 mph,

with water delivery.

S5.3.6.2 Stop the vehicle with the

vehicle

(a) Loaded to its GVWR, and

(b) At its unloaded weight plus up to

500 pounds (including driver and

instrumentation), or at the

manufacturer’s option, at its unloaded

weight plus up to 500 pounds

(including driver and instrumentation)

and plus not more than an additional

1000 pounds for a roll bar structure on

the vehicle.

S5.4 Service brake system—

dynamometer tests. When tested

without prior road testing, under the

conditions of S6.2, each brake assembly

shall meet the requirements of S5.4.1,

S5.4.2, and S5.4.3 when tested in

sequence and without adjustments other

than those specified in the standard. For

purposes of the requirements of S5.4.2

and S5.4.3, an average deceleration rate

is the change in velocity divided by the

deceleration time measured from the

onset of deceleration.

S5.4.1 Brake retardation force. The

sum of the retardation forces exerted by

the brakes on each vehicle designed to

be towed by another vehicle equipped

with air brakes shall be such that the

quotient sum of the brake retardation

forces / sum of GAWR’s relative to brake

chamber air pressure, and shall have

values not less than those shown in

Column 1 of Table III. Retardation force

shall be determined as follows:

S5.4.1.1 After burnishing the brake

pursuant to S6.2.6, retain the brake

assembly on the inertia dynamometer.

With an initial brake temperature

between 125°F. and 200°F., conduct a

stop from 50 m.p.h., maintaining brake

chamber air pressure at a constant 20

psi. Measure the average torque exerted

by the brake from the time the specified

air pressure is reached until the brake

stops and divide by the static loaded tire

radius specified by the tire

manufacturer to determine the

retardation force. Repeat the procedure

six times, increasing the brake chamber

air pressure by 10 psi each time. After

each stop, rotate the brake drum or disc

until the temperature of the brake falls

to between 125°F. And 200°F.

S5.4.2 Brake power. When mounted

on an inertia dynamometer, each brake

shall be capable of making 10

consecutive decelerations at an average

rate of 9 f.p.s.p.s. from 50 m.p.h. to 15

m.p.h., at equal intervals of 72 seconds,

and shall be capable of decelerating to

a stop from 20 m.p.h. at an average

deceleration rate of 14 f.p.s.p.s. 1

minute after the 10th deceleration. The

series of decelerations shall be

conducted as follows:

S5.4.2.1 With an initial brake

temperature between 150°F. and 200°F.

for the first brake application, and the

drum or disc rotating at a speed

equivalent to 50 m.p.h., apply the brake

and decelerate at an average

deceleration rate of 9 f.p.s.p.s. to 15

m.p.h. Upon reaching 15 m.p.h.,

accelerate to 50 m.p.h. and apply the

brake for a second time 72 seconds after

the start of the first application. Repeat

the cycle until 10 decelerations have

been made. The service line air pressure

shall not exceed 100 psi during any

deceleration.

S5.4.2.2 One minute after the end of

the last deceleration required by

S5.4.2.1 and with the drum or disc

rotating at a speed of 20 m.p.h.,

decelerate to a stop at an average

deceleration rate of 14 f.p.s.p.s.

S5.4.3 Brake recovery. Except as

provided in S5.4.3(a) and (b), starting

two minutes after completing the tests

required by S5.4.2, a vehicle’s brake

shall be capable of making 20

consecutive stops from 30 mph at an

average deceleration rate of 12 f.p.s.p.s.,

at equal intervals of one minute

measured from the start of each brake

application. The service line air

pressure needed to attain a rate of 12

f.p.s.p.s. shall be not more than 85 lb/

in2, and not less than 20lb/in2 for a

brake not subject to the control of an

antilock system, or 12 lb/in2 for a brake

subject to the control of an antilock

system.

(a) Notwithstanding S5.4.3, neither

front axle brake of a truck-tractor is

subject to the requirements set forth in

S5.4.3.

(b) Notwithstanding S5.4.3, neither

front axle brake of a bus or a truck other

than a truck-tractor is subject to the

requirement set forth in S5.4.3

prohibiting the service line air pressure

from being less than 20 lb/in2 for a brake

not subject to the control of an antilock

system or 12 lb/in2 for a brake subject

to the control of an antilock system.

S5.5 Antilock system.

S5.5.1 Antilock system malfunction.

On a truck tractor manufactured on or

after March 1, 1997, that is equipped

with an antilock brake system and a

single unit vehicle manufactured on or

after March 1, 1998, that is equipped

with an antilock brake system, a

malfunction that affects the generation

or transmission of response or control

signals of any part of the antilock

system shall not increase the actuation

and release times of the service brakes.

S5.5.2 Antilock system power—

trailers. On a trailer (including a trailer

converter dolly) manufactured on or

after March 1, 1998, that is equipped

with an antilock system that requires

electrical power for operation, the

power shall be obtained from the towing

vehicle through one or more electrical

circuits which provide continuous

power whenever the powered vehicle’s

ignition (start) switch is in the ‘‘on’’

(‘‘run’’) position. The antilock system

shall automatically receive power from

the stoplamp circuit, if the primary

circuit or circuits are not functioning.

Each trailer (including a trailer

converter dolly) manufactured on or

after March 1, 1998, that is equipped to

tow another air-braked vehicle shall be

equipped with one or more circuits

which provide continuous power to the

antilock system on the vehicle(s) it

tows. Such circuits shall be adequate to

enable the antilock system on each

towed vehicle to be fully operable.

S5.6 Parking brakes.

(a) Except as provided in S5.6(b) and

S5.6(c), each vehicle other than a trailer

converter dolly shall have a parking

brake system that under the conditions

of S6.1 meets the requirements of:

(1) S5.6.1 or S5.6.2, at the

manufacturer’s option, and

(2) S5.6.3, S5.6.4, S5.6.5, and S5.6.6.

(b) At the option of the manufacturer,

for vehicles equipped with brake

systems which incorporate a common

diaphragm, the performance

requirements specified in S5.6(a) which

must be met with any single leakagetype failure in a common diaphragm
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27295

may instead be met with the level of

leakage-type failure determined in

S5.6.7. The election of this option does

not affect the performance requirements

specified in S5.6(a) which apply with

single leakage-type failures other than

failures in a common diaphragm.

(c) At the option of the manufacturer,

the trailer portion of any agricultural

commodity trailer, heavy hauler trailer,

or pulpwood trailer may meet the

requirements of § 393.43 of this title

instead of the requirements of S5.6(a).

S5.6.1 Static retardation force. With

all other brakes made inoperative,

during a static drawbar pull in a forward

or rearward direction, the static

retardation force produced by the

application of the parking brakes shall

be:

(a) In the case of a vehicle other than

a truck-tractor that is equipped with

more than two axles, such that the

quotient static retardation force/GAWR

is not less than 0.28 for any axle other

than a steerable front axle; and

(b) In the case of a truck-tractor that

is equipped with more than two axles,

such that the quotient static retardation

force/GVWR is not less than 0.14.

S5.6.2 Grade holding. With all

parking brakes applied, the vehicle shall

remain stationary facing uphill and

facing downhill on a smooth, dry

portland cement concrete roadway with

a 20-percent grade, both

(a) When loaded to its GVWR, and

(b) At its unloaded vehicle weight

plus 500 pounds (including driver and

instrumentation).

S5.6.3 Application and holding.

Each parking brake system shall meet

the requirements of S5.6.3.1 through

S5.6.3.4.

S5.6.3.1 The parking brake system

shall be capable of achieving the

minimum performance specified either

in S5.6.1 or S5.6.2 with any single

leakage-type failure, in any other brake

system, of a part designed to contain

compressed air or brake fluid (excluding

failure of a component of a brake

chamber housing but including failure

of any brake chamber diaphragm that is

part of any other brake system including

a diaphragm which is common to the

parking brake system and any other

brake system), when the pressures in the

vehicle’s parking brake chambers are at

the levels determined in S5.6.3.4.

S5.6.3.2 A mechanical means shall

be provided that, after a parking brake

application is made with the pressures

in the vehicle’s parking brake chambers

at the levels determined in S5.6.3.4, and

all air and fluid pressures in the

vehicle’s braking systems are then bled

down to zero, and without using

electrical power, holds the parking

brake application with sufficient

parking retardation force to meet the

minimum performance specified in

S5.6.3.1 and in either S5.6.1 or S5.6.2.

S5.6.3.3 For trucks and buses, with

an initial reservoir system pressure of

100 psi and, if designed to tow a vehicle

equipped with air brakes, with a 50

cubic inch test reservoir connected to

the supply line coupling, no later than

three seconds from the time of actuation

of the parking brake control, the

mechanical means referred to in

S5.6.3.2 shall be actuated. For trailers,

with the supply line initially

pressurized to 100 psi using the supply

line portion of the trailer test rig (Figure

1) and, if designed to tow a vehicle

equipped with air brakes, with a 50

cubic inch test reservoir connected to

the rear supply line coupling, no later

than three seconds from the time

venting to the atmosphere of the front

supply line coupling is initiated, the

mechanical means referred to in

S5.6.3.2 shall be actuated. This

requirement shall be met for trucks,

buses and trailers both with and without

any single leakage-type failure, in any

other brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1).

S5.6.3.4 The parking brake chamber

pressures for S5.6.3.1 and S5.6.3.2 are

determined as follows. For trucks and

buses, with an initial reservoir system

pressure of 100 psi and, if designed to

tow a vehicle equipped with air brakes,

with a 50 cubic inch test reservoir

connected to the supply line coupling,

any single leakage type failure, in any

other brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1), is

introduced in the brake system. The

parking brake control is actuated and

the pressures in the vehicle’s parking

brake chambers are measured three

seconds after that actuation is initiated.

For trailers, with the supply line

initially pressurized to 100 psi using the

supply line portion of the trailer test rig

(Figure 1) and, if designed to tow a

vehicle equipped with air brakes, with

a 50 cubic inch test reservoir connected

to the rear supply line coupling, any

single leakage type failure, in any other

brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1), is

introduced in the brake system. The

front supply line coupling is vented to

the atmosphere and the pressures in the

vehicle’s parking brake chambers are

measured three seconds after that

venting is initiated.

S5.6.4 Parking brake control—trucks

and buses. The parking brake control

shall be separate from the service brake

control. It shall be operable by a person

seated in the normal driving position.

The control shall be identified in a

manner that specifies the method of

control operation. The parking brake

control shall control the parking brakes

of the vehicle and of any air braked

vehicle that it is designed to tow.

S5.6.5 Release Performance. Each

parking brake system shall meet the

requirements specified in S5.6.5.1

through S5.6.5.4.

S5.6.5.1 For trucks and buses, with

initial conditions as specified in

S5.6.5.2, at all times after an application

actuation of the parking brake control,

and with any subsequent level of

pressure, or combination of levels of

pressure, in the reservoirs of any of the

vehicle’s brake systems, no reduction in

parking brake retardation force shall

result from a release actuation of the

parking brake control unless the parking

brakes are capable, after such release, of

being reapplied at a level meeting the

minimum performance specified either

in S5.6.1 or S5.6.2. This requirement

shall be met both with and without the

engine on, and with and without single

leakage-type failure, in any other brake

system, of a part designed to contain

compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1).

S5.6.5.2 The initial conditions for

S5.6.5.1 are as follows: The reservoir

system pressure is 100 psi. If the vehicle

is designed to tow a vehicle equipped

with air brakes, a 50 cubic inch test

reservoir is connected to the supply line

coupling.

S5.6.5.3 For trailers, with initial

conditions as specified in S5.6.5.4, at all

times after actuation of the parking

brakes by venting the front supply line

coupling to the atmosphere, and with

any subsequent level of pressure, or

combination of levels of pressure, in the

reservoirs of any of the vehicle’s brake

systems, the parking brakes shall not be

releasable by repressurizing the supply

line using the supply line portion of the

trailer test rig (Figure 1) to any pressure

above 70 psi, unless the parking brakes

are capable, after such release, of

reapplication by subsequent venting of

the front supply line coupling to the

atmosphere, at a level meeting the

minimum performance specified either

in S5.6.1 or S5.6.2. This requirement

shall be met both with and without any

single leakage-type failure, in any other

brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1).
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S5.6.5.4 The initial conditions for

S5.6.5.3 are as follows: The reservoir

system and supply line are pressurized

to 100 psi, using the supply line portion

of the trailer test rig (Figure 1). If the

vehicle is designed to tow a vehicle

equipped with air brakes, a 50 cubic

inch test reservoir is connected to the

rear supply line coupling.

S5.6.6 Accumulation of actuation

energy. Each parking brake system shall

meet the requirements specified in

S5.6.6.1 through S5.6.6.6.

S5.6.6.1 For trucks and buses, with

initial conditions as specified in

S5.6.6.2, the parking brake system shall

be capable of meeting the minimum

performance specified either in S5.6.1

or S5.6.2, with any single leakage-type

failure, in any other brake system, of a

part designed to contain compressed air

or brake fluid (consistent with the

parenthetical phrase specified in

S5.6.3.1) at the conclusion of the test

sequence specified in S5.6.6.3.

S5.6.6.2 The initial conditions for

S5.6.6.1 are as follows: The engine is on.

The reservoir system pressure is 100 psi.

If the vehicle is designed to tow a

vehicle equipped with air brakes, a 50

cubic inch test reservoir is connected to

the supply line coupling.

S5.6.6.3 The test sequence for

S5.6.6.1 is as follows: The engine is

turned off. Any single leakage type

failure, in any other brake system, of a

part designed to contain compressed air

or brake fluid (consistent with the

parenthetical phrase specified in

S5.6.3.1), is then introduced in the

brake system. An application actuation

of the parking brake control is then

made. Thirty seconds after such

actuation, a release actuation of the

parking brake control is made. Thirty

seconds after the release actuation, a

final application actuation of the

parking brake control is made.

S5.6.6.4 For trailers, with initial

conditions as specified in S5.6.6.5, the

parking brake system shall be capable of

meeting the minimum performance

specified either in S5.6.1 or S5.6.2, with

any single leakage-type failure, in any

other brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1), at the

conclusion of the test sequence

specified in S5.6.6.6.

S5.6.6.5 The initial conditions for

S5.6.6.4 are as follows: The reservoir

system and supply line are pressurized

to 100 psi, using the supply line portion

of the trailer test rig (Figure 1). If the

vehicle is designed to tow a vehicle

equipped with air brakes, a 50 cubic

inch test reservoir is connected to the

rear supply line coupling.

S5.6.6.6 The test sequence for

S5.6.6.4 is as follows. Any single

leakage type failure, in any other brake

system, of a part designed to contain

compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1), is

introduced in the brake system. The

front supply line coupling is vented to

the atmosphere. Thirty seconds after the

initiation of such venting, the supply

line is repressurized with the trailer test

rig (Figure 1). Thirty seconds after the

initiation of such repressurizing of the

supply line, the front supply line is

vented to the atmosphere. This

procedure is conducted either by

connection and disconnection of the

supply line coupling or by use of a valve

installed in the supply line portion of

the trailer test rig near the supply line

coupling.

S5.6.7 Maximum level of common

diaphragm leakage-type failure/

Equivalent level of leakage from the air

chamber containing that diaphragm.

In the case of vehicles for which the

option in S5.6(b) has been elected,

determine the maximum level of

common diaphragm leakage-type failure

(or equivalent level of leakage from the

air chamber containing that diaphragm)

according to the procedures set forth in

S5.6.7.1 through S5.6.7.2.3.

S5.6.7.1 Trucks and buses.

S5.6.7.1.1 According to the

following procedure, determine the

threshold level of common diaphragm

leakage-type failure (or equivalent level

of leakage from the air chamber

containing that diaphragm) at which the

vehicle’s parking brakes become

unreleasable. With an initial reservoir

system pressure of 100 psi, the engine

turned off, no application of any of the

vehicle’s brakes, and, if the vehicle is

designed to tow a vehicle equipped with

air brakes, a 50 cubic inch test reservoir

connected to the supply line coupling,

introduce a leakage-type failure of the

common diaphragm (or equivalent

leakage from the air chamber containing

that diaphragm). Apply the parking

brakes by making an application

actuation of the parking brake control.

Reduce the pressures in all of the

vehicle’s reservoirs to zero, turn on the

engine and allow it to idle, and allow

the pressures in the vehicle’s reservoirs

to rise until they stabilize or until the

compressor shut-off point is reached. At

that time, make a release actuation of

the parking brake control, and

determine whether all of the mechanical

means referred to in S5.6.3.2 continue to

be actuated and hold the parking brake

applications with sufficient parking

retardation force to meet the minimum

performance specified in either S5.6.1

or S5.6.2. Repeat this procedure with

progressively decreasing or increasing

levels (whichever is applicable) of

leakage-type diaphragm failures or

equivalent leakages, to determine the

minimum level of common diaphragm

leakage-type failure (or equivalent level

of leakage from the air chamber

containing that diaphragm) at which all

of the mechanical means referred to in

S5.6.3.2 continue to be actuated and

hold the parking brake applications

with sufficient parking retardation

forces to meet the minimum

performance specified in either S5.6.1

or S5.6.2.

S5.6.7.1.2 At the level of common

diaphragm leakage-type failure (or

equivalent level of leakage from the air

chamber containing that diaphragm)

determined in S5.6.7.1.1, and using the

following procedure, determine the

threshold maximum reservoir rate (in

psi per minute). With an initial reservoir

system pressure of 100 psi, the engine

turned off, no application of any of the

vehicle’s brakes and, if the vehicle is

designed to tow a vehicle equipped with

air brakes, a 50 cubic inch test reservoir

connected to the supply line coupling,

make an application actuation of the

parking brake control. Determine the

maximum reservoir leakage rate (in psi

per minute), which is the maximum rate

of decrease in air pressure of any of the

vehicle’s reservoirs that results after that

parking brake application.

S5.6.7.1.3 Using the following

procedure, introduce a leakage-type

failure of the common diaphragm (or

equivalent leakage from the air chamber

containing that diaphragm) that results

in a maximum reservoir leakage rate

that is three times the threshold

maximum reservoir leakage rate

determined in S5.6.7.1.2. With an initial

reservoir system pressure of 100 psi, the

engine turned off, no application of any

of the vehicle’s brakes and, if the

vehicle is designed to tow a vehicle

equipped with air brakes, a 50 cubic

inch test reservoir connected to the

supply line coupling, make an

application actuation of the parking

brake control. Determine the maximum

reservoir leakage rate (in psi per

minute), which is the maximum rate of

decrease in air pressure of any of the

vehicle’s reservoirs that results after that

parking brake application. The level of

common diaphragm leakage-type failure

(or equivalent level of leakage from the

air chamber containing that diaphragm)

associated with this reservoir leakage

rate is the level that is to be used under

the option set forth in S5.6(b).

S5.6.7.2 Trailers.

S5.6.7.2.1 According to the

following procedure, determine the
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27297

threshold level of common diaphragm

leakage-type failure (or equivalent level

of leakage from the air chamber

containing that diaphragm) at which the

vehicle’s parking brakes become

unreleasable. With an initial reservoir

system and supply line pressure of 100

psi, no application of any of the

vehicle’s brakes, and, if the vehicle is

designed to tow a vehicle equipped with

air brakes, a 50 cubic inch test reservoir

connected to the supply line coupling,

introduce a leakage-type failure of the

common diaphragm (or equivalent

leakage from the air chamber containing

that diaphragm). Make a parking brake

application by venting the front supply

line coupling to the atmosphere, and

reduce the pressures in all of the

vehicle’s reservoirs to zero. Pressurize

the supply line by connecting the

trailer’s front supply line coupling to

the supply line portion of the trailer test

rig (Figure 1) with the regulator of the

trailer test rig set at 100 psi, and

determine whether all of the mechanical

means referred to in S5.6.3.2 continue to

be actuated and hold the parking brake

applications with sufficient parking

retardation forces to meet the minimum

performance specified in either S5.6.1

or S5.6.2. Repeat this procedure with

progressively decreasing or increasing

levels (whichever is applicable) of

leakage-type diaphragm failures or

equivalent leakages, to determine the

minimum level of common diaphragm

leakage-type failure (or equivalent level

of leakage from the air chamber

containing that diaphragm) at which all

of the mechanical means referred to in

S5.6.3.2 continue to be actuated and

hold the parking brake applications

with sufficient parking retardation

forces to meet the minimum

performance specified in either S5.6.1

or S5.6.2.

S5.6.7.2.2 At the level of common

diaphragm leakage-type failure (or

equivalent level of leakage from the air

chamber containing that diaphragm)

determined in S5.6.7.2.1, and using the

following procedure, determine the

threshold maximum reservoir leakage

rate (in psi per minute). With an initial

reservoir system and supply line

pressure of 100 psi, no application of

any of the vehicle’s brakes and, if the

vehicle is designed to tow a vehicle

equipped with air brakes, a 50 cubic

inch test reservoir connected to the rear

supply line coupling, make a parking

brake application by venting the front

supply line coupling to the atmosphere.

Determine the maximum reservoir

leakage rate (in psi per minute), which

is the maximum rate of decrease in air

pressure of any of the vehicle’s

reservoirs that results after that parking

brake application.

S5.6.7.2.3 Using the following

procedure, a leakage-type failure of the

common diaphragm (or equivalent

leakage from the air chamber containing

that diaphragm) that results in a

maximum reservoir leakage rate that is

three times the threshold maximum

reservoir leakage rate determined in

S5.6.7.2.2. With an initial reservoir

system and supply line pressure of 100

psi, no application of any of the

vehicle’s brakes and, if the vehicle is

designed to tow a vehicle equipped with

air brakes, a 50 cubic inch test reservoir

connected to the rear supply line

coupling, make a parking brake

application by venting the front supply

line coupling to the atmosphere.

Determine the maximum reservoir

leakage rate (in psi per minute), which

is the maximum rate of decrease in air

pressure of any of the vehicle’s

reservoirs that results after that parking

brake application. The level of common

diaphragm leakage-type failure (or

equivalent level of leakage from the air

chamber containing that diaphragm)

associated with this reservoir leakage

rate is the level that is to be used under

the option set forth in S5.6(b).

S5.7 Emergency brake system for

trucks and buses. Each vehicle shall be

equipped with an emergency brake

system which, under the conditions of

S6.1, conforms to the requirements of

S5.7.1 through S5.7.3. However, the

truck portion of an auto transporter

need not meet the road test

requirements of S5.7.1 and S5.7.3.

S5.7.1 Emergency brake system

performance. When stopped six times

for each combination of weight and

speed specified in S5.3.1.1, except for a

loaded truck tractor with an unbraked

control trailer, on a road surface having

a PFC of 0.9, with a single failure in the

service brake system of a part designed

to contain compressed air or brake fluid

(except failure of a common valve,

manifold, brake fluid housing, or brake

chamber housing), the vehicle shall stop

at least once in not more than the

distance specified in Column 5 of Table

II, measured from the point at which

movement of the service brake control

begins, except that a truck-tractor tested

at its unloaded vehicle weight plus up

to 500 pounds shall stop at least once

in not more than the distance specified

in Column 6 of Table II. The stop shall

be made without any part of the vehicle

leaving the roadway, and with

unlimited wheel lockup permitted at

any speed.

S5.7.2 Emergency brake system

operation. The emergency brake system

shall be applied and released, and be

capable of modulation, by means of the

service brake control.

S5.7.3 Towing vehicle emergency

brake requirements. In addition to

meeting the other requirements of S5.7,

a vehicle designed to tow another

vehicle equipped with air brakes shall—

(a) In the case of a truck-tractor in the

unloaded condition and a single unit

truck which is capable of towing an

airbrake equipped vehicle and is loaded

to GVWR, be capable of meeting the

requirements of S5.7.1 by operation of

the service brake control only, with the

trailer air supply line and air control

line from the towing vehicle vented to

the atmosphere in accordance with

S6.1.14;

(b) In the case of a truck-tractor

loaded to GVWR, be capable of meeting

S5.7.1 by operation of the service brake

control only, with the air control line

from the towing vehicle vented to the

atmosphere in accordance with S6.1.14;

and

(c) Be capable of modulating the air in

the supply or control line to the trailer

by means of the service brake control

with a single failure in the towing

vehicle service brake system as

specified in S5.7.1.

S5.8 Emergency brakes for trailers.

Each trailer shall meet the requirements

of S5.8.1 through S5.8.3.

S5.8.1 Emergency braking

capability. Each trailer other than a

trailer converter dolly shall have a

parking brake system that conforms to

S5.6 and that applies with the force

specified in S5.6.1 or S5.6.2 when the

air pressure in the supply line is at

atmospheric pressure. A trailer

converter dolly shall have, at the

manufacturer’s option—

(a) A parking brake system that

conforms to S5.6 and that applies with

the force specified in S5.6.1 or S5.6.2

when the air pressure in the supply line

is at atmospheric pressure, or

(b) An emergency system that

automatically applies the service brakes

when the service reservoir is at any

pressure above 20 lb/in2 and the supply

line is at atmospheric pressure.

However, any agricultural commodity

trailer, heavy hauler trailer, or

pulpwood trailer shall meet the

requirements of S5.8.1 or, at the option

of the manufacturer, the requirements of

§ 393.43 of this title.

S5.8.2 Supply line pressure

retention. Any single leakage type

failure in the service brake system

(except for a failure of the supply line,

a valve directly connected to the supply

line or a component of a brake chamber

housing) shall not result in the pressure

in the supply line falling below 70 psi,

measured at the forward trailer supply
27298 Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations

coupling. A trailer shall meet the above

supply line pressure retention

requirement with its brake system

connected to the trailer test rig shown

in Figure 1, with the reservoirs of the

trailer and test rig initially pressurized

to 100 psi and the regulator of the trailer

test rig set at 100 psi; except that a

trailer equipped with an air-applied,

mechanically-held parking brake system

and not designed to tow a vehicle

equipped with air brakes, at the

manufacturer’s option, may meet the

requirements of S5.8.4 rather than those

of S5.8.2 and S5.8.3.

S5.8.3 Automatic application of

parking brakes. With an initial reservoir

system pressure of 100 psi and initial

supply line pressure of 100 psi, and if

designed to tow a vehicle equipped with

air brakes, with a 50 cubic inch test

reservoir connected to the rear supply

line coupling, and with any subsequent

single leakage type failure in any other

brake system, of a part designed to

contain compressed air or brake fluid

(consistent with the parenthetical

phrase specified in S5.6.3.1), whenever

the air pressure in the supply line is 70

psi or higher, the parking brakes shall

not provide any brake retardation as a

result of complete or partial automatic

application of the parking brakes.

S5.8.4 Automatic application of airapplied, mechanically held parking

brakes. With its brake system connected

to the supply line portion of the trailer

test rig (Figure 1) and the regulator of

the trailer test rig set at 100 psi, and

with any single leakage type failure in

the service brake system (except for a

failure of the supply line, a valve

directly connected to the supply line or

a component of a brake chamber, but

including failure of any common

diaphragm), the parking brakes shall not

provide any brake retardation as a result

of complete or partial automatic

application of the parking brakes.

S5.9 Final inspection. Inspect the

service brake system for the condition of

adjustment and for the brake indicator

display in accordance with S5.1.8 and

S5.2.2.

S6. Conditions. The requirements of

S5 shall be met by a vehicle when it is

tested according to the conditions set in

this S6, without replacing any brake

system part or making any adjustments

to the brake system except as specified.

Unless otherwise specified, where a

range of conditions is specified, the

vehicle must be capable of meeting the

requirements at all points within the

range. On vehicles equipped with

automatic brake adjusters, the automatic

brake adjusters must remain activated at

all times. Compliance of vehicles

manufactured in two or more stages

may, at the option of the final-stage

manufacturer, be demonstrated to

comply with this standard by adherence

to the instructions of the incomplete

vehicle manufacturer provided with the

vehicle in accordance with

§ 568.4(a)(7)(ii) and § 568.5 of title 49 of

the Code of Federal Regulations.

S6.1 Road test conditions.

S6.1.1 Except as otherwise specified,

the vehicle is loaded to its GVWR,

distributed proportionally to its

GAWRs. During the burnish procedure

specified in S6.1.8, truck tractors shall

be loaded to their GVWR, by coupling

them to an unbraked flatbed semitrailer,

which semitrailer shall be loaded so that

the weight of the tractor-trailer

combination equals the GVWR of the

truck tractor. The load on the unbraked

flatbed semitrailer shall be located so

that the truck tractor’s wheels do not

lock during burnish.

S6.1.2 The inflation pressure is as

specified by the vehicle manufacturer

for the GVWR.

S6.1.3 Unless otherwise specified,

the transmission selector control is in

neutral or the clutch is disengaged

during all decelerations and during

static parking brake tests.

S6.1.4 All vehicle openings (doors,

windows, hood, trunk, cargo doors, etc.)

are in a closed position except as

required for instrumentation purposes.

S6.1.5 The ambient temperature is

between 32° F. and 100° F.

S6.1.6 The wind velocity is zero.

S6.1.7 Unless otherwise specified,

stopping tests are conducted on a 12-

foot wide level, straight roadway having

a peak friction coefficient of 0.9. For

road tests in S5.3, the vehicle is aligned

in the center of the roadway at the

beginning of a stop. Peak friction

coefficient is measured using an ASTM

E1136 standard reference test tire in

accordance with ASTM method E1337–

90, at a speed of 40 mph, without water

delivery for the surface with PFC of 0.9,

and with water delivery for the surface

with PFC of 0.5.

S6.1.8 For vehicles with parking

brake systems not utilizing the service

brake friction elements, burnish the

friction elements of such systems prior

to the parking brake test according to

the manufacturer’s recommendations.

For vehicles with parking brake systems

utilizing the service brake friction

elements, burnish the brakes as follows:

With the transmission in the highest

gear appropriate for a speed of 40 mph,

make 500 snubs between 40 mph and 20

mph at a deceleration rate of 10

f.p.s.p.s., or at the vehicle’s maximum

deceleration rate if less than 10 f.p.s.p.s.

Except where an adjustment is

specified, after each brake application

accelerate to 40 mph and maintain that

speed until making the next brake

application at a point 1 mile from the

initial point of the previous brake

application. If the vehicle cannot attain

a speed of 40 mph in 1 mph, continue

to accelerate until the vehicle reaches 40

mph or until the vehicle has traveled 1.5

miles from the initial point of the

previous brake application, whichever

occurs first. Any automatic pressure

limiting valve is in use to limit pressure

as designed. The brakes may be adjusted

up to three times during the burnish

procedure, at intervals specified by the

vehicle manufacturer, and may be

adjusted at the conclusion of the

burnishing, in accordance with the

vehicle manufacturer’s

recommendation.

S6.1.9 Static parking brake tests for

a semitrailer are conducted with the

front-end supported by an unbraked

dolly. The weight of the dolly is

included as part of the trailer load.

S6.1.10 In a test other than a static

parking test, a truck tractor is tested at

its GVWR by coupling it to an unbraked

flatbed semi-trailer (hereafter, control

trailer) as specified in S6.1.10.2 to

S6.1.10.4.

S6.1.10.1 [Reserved]

S6.1.10.2 The center of gravity

height of the ballast on the loaded

control trailer shall be less than 24

inches above the top of the tractor’s fifth

wheel.

S6.1.10.3 The control trailer has a

single axle with a GAWR of 18,000

pounds and a length, measured from the

transverse centerline of the axle to the

centerline of the kingpin, of 258 ± 6

inches.

S6.1.10.4 The control trailer is

loaded so that its axle is loaded at 4,500

pounds and the tractor is loaded to its

GVWR, loaded above the kingpin only,

with the tractor’s fifth wheel adjusted so

that the load on each axle measured at

the tire-ground interface is most nearly

proportional to the axles’ respective

GAWRs, without exceeding the GAWR

of the tractor’s axle or axles or control

trailer’s axle.

S6.1.11 Special drive conditions. A

vehicle equipped with an interlocking

axle system or a front wheel drive

system that is engaged and disengaged

by the driver is tested with the system

disengaged.

S6.1.12 Liftable axles. A vehicle

with a liftable axle is tested at GVWR

with the liftable axle down and at

unloaded vehicle weight with the

liftable axle up.

S6.1.13 Trailer test rig.

(a) The trailer test rig shown in Figure

1 is calibrated in accordance with the

calibration curves shown in Figure 3.
Federal Register / Vol. 61, No. 106 / Friday, May 31, 1996 / Rules and Regulations 27299

For the requirements of S5.3.3.1 and

S5.3.4.1, the pressure in the trailer test

rig reservoir is initially set at 100 psi for

actuation tests and 95 psi for release

tests.

(b) The trailer test rig shown in Figure

1(a) is capable of increasing the pressure

in a 50 cubic inch reservoir from

atmospheric to 60 lb/in2 in 0.06 second,

measured from the first movement of

the service brake control to apply

service brake pressure and of releasing

pressure in such a reservoir from 95 to

5 lb/in2 in 0.22 second measured from

the first movement of the service brake

control to release service brake pressure.

S6.1.14 In testing the emergency

braking system of towing vehicles under

S5.7.3(a) and S5.7.3(b), the hose(s) is

vented to the atmosphere at any time

not less than 1 second and not more

than 1 minute before the emergency

stop begins, while the vehicle is moving

at the speed from which the stop is to

be made and any manual control for the

towing vehicle protection system is in

the position to supply air and brake

control signals to the vehicle being

towed. No brake application is made

from the time the line(s) is vented until

the emergency stop begins and no

manual operation of the parking brake

system or towing vehicle protection

system occurs from the time the line(s)

is vented until the stop is completed.

S6.1.15 Initial brake temperature.

Unless otherwise specified, the initial

brake temperature is not less than 150° F

and not more than 200° F.

6.2 Dynamometer test conditions.

S6.2.1 The dynamometer inertia for

each wheel is equivalent to the load on

the wheel with the axle loaded to its

GAWR. For a vehicle having additional

GAWRs specified for operation at

reduced speeds, the GAWR used is that

specified for a speed of 50 mph, or, at

the option of the manufacturer, any

speed greater than 50 mph.

S6.2.2 The ambient temperature is

between 75° F. and 100° F.

S6.2.3 Air at ambient temperature is

directed uniformly and continuously

over the brake drum or disc at a velocity

of 2,200 feet per minute.

S6.2.4 The temperature of each

brake is measured by a single plug-type

thermocouple installed in the center of

the lining surface of the most heavily

loaded shoe or pad as shown in Figure

2. The thermocouple is outside any

center groove.

S6.2.5 The rate of brake drum or

disc rotation on a dynamometer or

responding to the rate of rotation on a

vehicle at a given speed is calculated by

assuming a tire radius equal to the static

loaded radius specified by the tire

manufacturer.

S6.2.6 Brakes are burnished before

testing as follows: place the brake

assembly on an inertia dynamometer

and adjust the brake as recommended

by the vehicle manufacturer. Make 200

stops from 40 mph at a deceleration of

10 f.p.s.p.s., with an initial brake

temperature on each stop of not less

than 315° F and not more than 385° F.

Make 200 additional stops from 40 mph

at a deceleration of 10 f.p.s.p.s. with an

initial brake temperature on each stop of

not less than 450° F and not more than

550° F. The brakes may be adjusted up

to three times during the burnish

procedure, at intervals specified by the

vehicle manufacturer, and may be

adjusted at the conclusion of the

burnishing, in accordance with the

vehicle manufacturer’s

recommendation.

S6.2.7 The brake temperature is

increased to a specified level by

conducting one or more stops from 40

m.p.h. at a deceleration of 10 f.p.s.p.s.

The brake temperature is decreased to a

specified level by rotating the drum or

disc at a constant 30 m.p.h.

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BILLING CODE 4910–59–C
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Table I.—Stopping Sequence

1. Burnish.

2. Stops on a peak friction coefficient

surface of 0.5:

(a) With the vehicle at gross vehicle

weight rating (GVWR), stop the

vehicle from 30 mph using the

service brake, for a truck tractor

with a loaded unbraked control

trailer.

(b) With the vehicle at unloaded

weight plus up to 500 lbs., stop the

vehicle from 30 mph using the

service brake, for a truck tractor.

3. Manual adjustment of the service

brakes allowed for truck tractors,

within the limits recommended by

the vehicle manufacturer.

4. Other stops with vehicle at GVWR:

(a) 60 mph service brake stops on a

peak friction coefficient surface of

0.9, for a truck tractor with a loaded

unbraked control trailer, or for a

single-unit vehicle.

(b) 60 mph emergency brake stops on

a peak friction coefficient of 0.9, for

a single-unit vehicle. Truck tractors

are not required to be tested in the

loaded condition.

5. Parking brake test with the vehicle

loaded to GVWR.

6. Manual adjustment of the service

brakes allowed for truck tractors and

single-unit vehicles, within the limits

recommended by the vehicle

manufacturer.

7. Other stops with the vehicle at

unloaded weight plus up to 500

lbs.:

(a) 60 mph service brake stops on a

peak friction coefficient surface of

0.9, for a truck tractor or for a

single-unit vehicle.

(b) 60 mph emergency brake stops on

a peak friction coefficient of 0.9, for

a truck tractor or for a single-unit

vehicle.

8. Parking brake test with the vehicle at

unloaded weight plus up to 500 lbs.

9. Final inspection of service brake

system for condition of adjustment.

TABLE II.—STOPPING DISTANCE IN FEET

Vehicle speed in miles per hour

Service brake Emergency

brake

PFC

0.9

PFC

0.9

PFC

0.9

PFC

0.9 PFC

0.9

PFC

0.9

(1) (2) (3) (4) (5) (6)

20 ...................................................................................................................................... 32 35 38 40 83 85

25 ...................................................................................................................................... 49 54 59 62 123 131

30 ...................................................................................................................................... 70 78 84 89 170 186

35 ...................................................................................................................................... 96 106 114 121 225 250

40 ...................................................................................................................................... 125 138 149 158 288 325

45 ...................................................................................................................................... 158 175 189 200 358 409

50 ...................................................................................................................................... 195 216 233 247 435 504

55 ...................................................................................................................................... 236 261 281 299 520 608

60 ...................................................................................................................................... 280 310 335 355 613 720

Note: (1) Loaded and unloaded buses; (2) Loaded single unit trucks; (3) Unloaded truck tractors and single unit trucks; (4) Loaded truck tractors tested with an unbraked control trailer; (5) All vehicles except truck tractors; (6) Unloaded truck tractors.

TABLE III.—BRAKE RETARDATION

FORCE

Column 1

Brake Retardation Force,

GAWR

Column 2

Brake

Chamber

Pressure,

PSI

0.05 ........................................... 20

0.12 ........................................... 30

0.18 ........................................... 40

0.25 ........................................... 50

0.31 ........................................... 60

0.37 ........................................... 70

0.41 ........................................... 80

TABLE IV.—[RESERVED]

TABLE V.—BRAKE CHAMBER RATED

VOLUMES

Brake chamber type

(Nominal area of piston or diaphragm in

square inches)

Column 1

Full

stroke

(Inches)

Column 2

Rated

volume

(Cubic

Inches)

Type 9 ....................... 1.75/2.10 25

Type 12 ..................... 1.75/2.10 30

Type 14 ..................... 2.25/2.70 40

TABLE V.—BRAKE CHAMBER RATED

VOLUMES—Continued

Brake chamber type

(Nominal area of piston or diaphragm in

square inches)

Column 1

Full

stroke

(Inches)

Column 2

Rated

volume

(Cubic

Inches)

Type 16 ..................... 2.25/2.70 50

Type 18 ..................... 2.25/2.70 55

Type 20 ..................... 2.25/2.70 60

Type 24 ..................... 2.25/2.70 70

Type 30 ..................... 2.50/3.20 95

Type 36 ..................... 3.00/3.60 135

Issued on: May 23, 1996.

Barry Felrice,

Associate Administrator for Safety

Performance Standards.

[FR Doc. 96–13557 Filed 5–30–96; 8:45 am]

BILLING CODE 4910–59–P

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric

Administration

50 CFR Part 630

[Docket No. 960314073–6145–02; I.D.

030896E]

RIN 0648–AI23

Atlantic Swordfish Fishery; 1996

Quotas, Minimum Size, Adjustment

AGENCY: National Marine Fisheries

Service (NMFS), National Oceanic and

Atmospheric Administration (NOAA),

Commerce.

ACTION: Final rule.

SUMMARY: NMFS issues this final rule to

amend the regulations governing the

Atlantic swordfish fishery to: Reduce

the annual total allowable catch (TAC)

to 2,625 metric tons (mt) dressed weight

(dw) via a split season (June 1 - May 31),

decrease the minimum size to 73 cm (29

inches) cleithrum to caudal keel

measure, eliminate the trip allowance

for undersized fish, and make reporting

requirements consistent with the