[Federal Register Volume 77, Number 120 (Thursday, June 21, 2012)]
[Proposed Rules]
[Pages 37477-37521]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-14996]



[[Page 37477]]

Vol. 77

Thursday,

No. 120

June 21, 2012

Part II





Department of Transportation





-----------------------------------------------------------------------





National Highway Traffic Safety Administration





-----------------------------------------------------------------------





49 CFR Part 571





Federal Motor Vehicle Safety Standards; Glazing Materials; Proposed 
Rule

Federal Register / Vol. 77 , No. 120 / Thursday, June 21, 2012 / 
Proposed Rules

[[Page 37478]]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 571

[Docket No. NHTSA-2012-0083]
RIN 2127-AL03


Federal Motor Vehicle Safety Standards; Glazing Materials

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation (DOT).

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: NHTSA is issuing this NPRM as part of the agency's ongoing 
effort to harmonize vehicle safety standards under the Economic 
Commission for Europe 1998 Agreement. Following a vote in favor of 
establishing a global technical regulation (GTR) on automotive glazing, 
we are initiating the process for considering adoption of the GTR. The 
changes proposed in this NPRM to the Federal motor vehicle safety 
standard on glazing materials would better harmonize U.S. regulatory 
requirements with those of other industrialized countries, by 
modernizing the test procedures for tempered glass, laminated glass, 
and glass-plastic glazing used in front and rear windshields and side 
windows.
    We believe that most of the changes in this proposal would 
constitute minor amendments that would harmonize differing measurements 
and performance requirements for similar test procedures. Many of the 
tests in the GTR are substantially similar to tests currently included 
in Federal Motor Vehicle Safety Standard No. 205. We believe that the 
most significant improvements proposed in the GTR include an upgraded 
fragmentation test designed to better test the tempering of curved 
tempered glass, and a new procedure for testing an optical property of 
the windshield at the angle of installation, to better reflect real 
world driving conditions than the current procedure used in Standard 
No. 205. Comments are requested on whether these and the other 
provisions of the GTR are suited for adoption into the Federal glazing 
standard.

DATES: Comments to this proposal must be received on or before August 
20, 2012.

ADDRESSES: You may submit comments, identified by the docket number in 
the heading of this document, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments on 
the electronic docket site by clicking on ``Help'' or ``FAQ.''
     Mail: Docket Management Facility, M-30, U.S. Department of 
Transportation, 1200 New Jersey Avenue SE., West Building, Ground 
Floor, Room W12-140, Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, 1200 New 
Jersey Avenue SE., West Building, Ground Floor, Room W12-140, between 9 
a.m. and 5 p.m. Eastern Time, Monday through Friday, except Federal 
holidays.
     Fax: 202-493-2251.
    Regardless of how you submit comments, you should mention the 
docket number of this document.
    You may call the Docket Management Facility at 202-366-9826.
    Instructions: For detailed instructions on submitting comments and 
additional information on the rulemaking process, see the Public 
Participation heading of the SUPPLEMENTARY INFORMATION section of this 
document. Note that all comments received will be posted without change 
to http://www.regulations.gov, including any personal information 
provided.
    Privacy Act: Anyone is able to search the electronic form of all 
comments received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (65 FR 19477-78) or you may visit http://www.dot.gov/privacy.html.
    Docket: For access to the docket to read background documents or 
comments received, go to http://www.regulations.gov, or the street 
address listed above. Follow the online instructions for accessing the 
dockets.

FOR FURTHER INFORMATION CONTACT: 
    For technical issues: Ms. Gayle Dalrymple, Office of Rulemaking, 
National Highway Traffic Safety Administration, 1200 New Jersey Avenue 
SE., Washington, DC 20590. Email: gayle.dalrymple@dot.gov. Telephone: 
(202) 366-5559. For legal issues: Mr. Thomas Healy, Office of the Chief 
Counsel, Vehicle Safety Standards & Harmonization Division, National 
Highway Traffic Safety Administration, 1200 New Jersey Avenue SE., 
Washington, DC 20590. Email: thomas.healy@dot.gov. Telephone: (202) 
366-7161.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Executive Summary
II. Background
    1. 1998 Agreement
    2. Public Participation in Development of a GTR
    3. Objective of Safety Glazing GTR
    4. Public Participation in Development of Glazing GTR
III. Overview of Pertinent FMVSS No. 205 Provisions
IV. Proposed Changes to FMVSS No. 205
    1. Radiation (Light Stability) Test
    2. Luminous Transmittance Level
    3. Humidity and High Temperature Resistance Tests
    4. Half Pound Ball Drop--Tempered Glass
    5. Fracture Test
    6. Shot Bag and Dart Drop Tests
    7. Half Pound Ball Drop Test--Laminated Glass
    8. Weathering Test
    9. Abrasion Resistance
    10. Visual Distortion
    11. Chemical Resistance, Flammability and Change in Temperature 
Tests
    12. Penetration Resistance
    13. Optional Strength Test
V. Differences Between GTR and Agency Proposal
VI. Proposed Compliance Date
VII. Regulatory Notices and Analyses
VIII. Public Participation

I. Executive Summary

    Performance requirements for glazing materials used in motor 
vehicles in the U.S. are currently governed by Federal Motor Vehicle 
Safety Standard (FMVSS) No. 205, Glazing Materials (49 CFR 571.205). 
FMVSS No. 205 applies to windshields, windows, and interior partitions 
for use in motor vehicles. FMVSS No. 205 was established in the late 
1960s to ensure safe driver visibility and to reduce the likelihood of 
occupant ejection and injury as a result of contact with glazing 
materials.
    The revisions to FMVSS No. 205 proposed today are part of the 
agency's ongoing efforts to seek to harmonize vehicle safety standards 
under the United Nations/Economic Commission for Europe (UN/ECE) \1\ 
Agreement Concerning the Establishing of Global Technical Regulations 
for Wheeled Vehicles, Equipment and Parts Which Can Be Fitted And/or Be 
Used on Wheeled Vehicles (the ``1998 Agreement''), to which the U.S. is 
a Contracting Party.\2\ In 2008, the U.S.

[[Page 37479]]

voted in favor of establishing the glazing GTR. Background information 
on the 1998 Agreement and on the development of this GTR is discussed 
in the next section of this preamble.
---------------------------------------------------------------------------

    \1\ The Economic Commission for Europe was established by the 
United Nations in 1947 to help rebuild post-war Europe, develop 
economic activity and strengthen economic relations between European 
countries and between European countries and the other countries of 
the world.
    \2\ The 1998 Agreement was concluded under the auspices of the 
United Nations and provides for the establishment of globally 
harmonized vehicle regulations. This Agreement, whose conclusion was 
spearheaded by the United States, entered into force in 2000 and is 
administered by the UN Economic Commission for Europe's World Forum 
for the Harmonization of Vehicle Regulations (WP.29).
---------------------------------------------------------------------------

    As an FMVSS, this proposal is subject to the requirements of the 
National Highway and Motor Vehicle Safety Act which states that NHTSA 
``shall prescribe motor vehicle safety standards.'' \3\ 49 U.S.C. 
30111. Standards issued under the National Highway and Motor Vehicle 
Safety Act ``shall be practicable, meet the need for motor vehicle 
safety, and be stated in objective terms.'' Id.
---------------------------------------------------------------------------

    \3\ The Secretary of Transportation has delegated the authority 
to issue safety standards to NHTSA. 49 CFR 1.50.
---------------------------------------------------------------------------

    NHTSA's policies in implementing the 1998 Agreement are published 
in 49 CFR part 553, Appendix C, ``Statement of Policy: Implementation 
of the United Nations/Economic Commission for Europe (UN/ECE) 1998 
Agreement on Global Technical Regulations--Agency Policy Goals and 
Public Participation.'' NHTSA's paramount policy goal under the 1998 
Agreement is to ``[c]ontinuously improve safety and seek high levels of 
safety, particularly by developing and adopting new global technical 
regulations reflecting consideration of current and anticipated 
technology and safety problems.'' Id.
    We believe that the changes proposed today to FMVSS No. 205 would 
modernize the standard's test procedures for tempered glass, laminated 
glass, and glass-plastic glazing used in front and rear windshields and 
side windows, to better reflect real world conditions and eliminate 
redundant and unnecessary testing. Most of the changes in this proposal 
amount to minor amendments that would harmonize differing measurements 
and performance requirements for similar test procedures. Many of the 
tests in the GTR are substantially similar to tests currently included 
in FMVSS No. 205.
    The GTR has four sets of tests and requirements for mechanical 
properties: a fragmentation test, a 227 gram (g) steel ball impact 
test, a 2.26 kilogram (kg) steel ball impact test, and a 10 kg headform 
impact test.\4\ Each of the first three of these tests was adopted from 
widely used procedures currently in effect, with small differences, in 
all three national regulations examined for this GTR (European, 
Japanese, and U.S. safety regulations). Three types of optical 
qualities are addressed in the GTR: light transmission; optical 
distortion; and double imaging. The main differences between the 
European, Japanese, and U.S. standards and regulations examined were 
not the performance requirements but the test procedures. The GTR 
resolves those differences. The GTR also includes environmental 
resistance requirements related to temperature change, fire, chemical 
resistance, abrasion, radiation, high temperature and humidity. The 
first four of these were common to all the examined regulations. The 
remaining three requirements had minor differences, which the GTR 
resolves.
---------------------------------------------------------------------------

    \4\ The 10 kg headform test is an optional requirement in the 
GTR. Each Contracting Party to the 1998 Agreement can decide whether 
to apply this provision to national/regional law.
---------------------------------------------------------------------------

    We believe that the most significant improvements proposed in the 
GTR include an upgraded fragmentation test designed to better test the 
tempering of curved tempered glass, and a new procedure for testing an 
optical property of the windshield at the angle of installation, to 
better reflect real world driving conditions than the procedure now 
used in FMVSS No. 205. We are not currently proposing to adopt the 
headform test because we do not believe that the headform test would 
provide any additional safety benefits beyond the other penetration 
resistance test included in the GTR.
    Although most of the proposed changes are minor, we anticipate many 
positive effects from the GTR. As a general matter, vehicle 
manufacturers, and ultimately, consumers, both here and abroad, can 
expect to achieve cost savings through the formal harmonization of 
differing sets of standards when the Contracting Parties to the 1998 
Agreement implement the new GTR. Formal harmonization also improves 
safety by assisting us in adopting best safety practices from around 
the world and identifying and reducing unwarranted regulatory 
requirements. The harmonization process also allows manufacturers to 
focus their compliance and safety resources on glazing regulations 
whose differences government experts have worked to converge as 
narrowly as possible. Compliance with a single standard will enhance 
design flexibility and allow manufacturers to design vehicles that 
better meet safety standards, resulting in safer vehicles. Further, we 
support the harmonization process because it allows the agency to 
leverage scarce resources by consulting with other governing bodies and 
international experts to share data and knowledge in developing 
modernized testing and performance standards that enhance safety.
    We are unable to quantify the exact impacts of this proposal 
because we do not know how many glazing manufacturers are currently 
testing to multiple national glazing standards. Those currently test to 
multiple standards will experience a net decrease in testing costs. We 
estimate that those glazing manufacturers that currently only test to 
the requirements in FMVSS No. 205 will experience an increase in 
testing costs of $1,900 to $2,100. We do not believe that the economic 
impacts of this proposal would be greater than $0.009 to $0.01 per 
vehicle for a new make and model based on the possible increase in 
testing costs of $1,900 to $2,100 divided by an average vehicle design 
lifetime sales of 210,000.

II. Background

1. 1998 Agreement

    On June 25, 1998, the U.S. became the first signatory to the 1998 
Agreement. This agreement was negotiated under the auspices of the UN/
ECE under the leadership of the U.S., the European Community (EC) and 
Japan. The 1998 Agreement provides for the establishment of GTRs 
regarding the safety, emissions, energy conservation and theft 
prevention of wheeled vehicles, equipment and parts. The 1998 Agreement 
entered into force on August 25, 2000.
    By establishing GTRs under the 1998 Agreement, the Contracting 
Parties seek to develop harmonization in motor vehicle regulations at 
the regional and national levels.\5\ Under the 1998 Agreement, 
countries voting ``yes'' on a GTR agree to begin their processes for 
adopting the provisions of the GTR, e.g., in the U.S., to issue an NPRM 
or advance NPRM. However, as to whether the GTR should ultimately be 
adopted, the Agreement recognizes that governments should have that 
authority to determine whether the GTR meets their safety needs.
---------------------------------------------------------------------------

    \5\ Nongovernmental organizations may also participate in a 
consultative capacity in WP.29 and its subsidiary bodies.
---------------------------------------------------------------------------

    The UN/ECE World Forum for Harmonization of Vehicle Regulations 
(WP.29) administers the 1998 Agreement. Four committees coordinate the 
activities of WP.29: AC.2 manages the coordination of work of WP.29, 
while AC.3 is the ``Executive Committee'' for the 1998 Agreement. There 
are also 6 permanent subsidiary bodies of WP.29, known as GRs (Groups 
of Rapporteurs) that assist WP.29 in researching, analyzing and 
developing technical regulations. One of the GRs is the ``Working Party 
on General Safety Provisions'' (GRSG), to which WP.29

[[Page 37480]]

referred the glazing GTR for the preparation of technical 
recommendations.

2. Public Participation in Development of a GTR

    NHTSA has established policies for ensuring public participation at 
all stages of the GTR process.\6\
---------------------------------------------------------------------------

    \6\ 49 CFR part 553, App. C (describing the agency's procedures 
for ensuring public participation in the GTR process).
---------------------------------------------------------------------------

    Before submitting a draft proposal for a GTR to WP.29, NHTSA will 
publish a notice soliciting comment on the draft. If there is a 
proposal from a Contracting Party other than the U.S., after the 
proposal has been referred to a GR and has been made available in 
English by WP.29, NHTSA will make the draft proposal available in the 
DOT docket and will publish a notice requesting comment on the draft 
proposal. The agency will consider the comments in developing the U.S. 
position on the proposal.
    If a GR recommends a draft GTR to the AC.3 concerning potential 
establishment of the GTR, NHTSA will make the recommended GTR available 
in the docket after it is made available by WP.29 and will request 
comment on the document. Before participating in a vote of the 
Executive Committee regarding the establishment of the GTR, NHTSA will 
consider the comments and develop a U.S. position on the recommended 
GTR.
    It is important to emphasize that, in the event the U.S. votes 
``yes'' for establishment of a GTR, we will seek and consider public 
comments on the suitability of the GTR as an FMVSS. Under the GTR 
process, countries voting ``yes'' on a GTR have only agreed to begin 
their processes for rulemaking on the GTR. Under our procedures,\7\ 
NHTSA will publish a notice requesting public comment on adopting the 
regulation as a U.S. standard. Any decision by NHTSA as to whether to 
issue a final rule on adopting the regulation will be made in 
accordance with applicable U.S. law, after careful consideration of 
public comments.\8\ NHTSA's decision as to whether to adopt a GTR as a 
Federal motor vehicle safety standard is governed by the procedures for 
informal rulemaking of the Administrative Procedure Act, \9\ the 
National Traffic and Motor Vehicle Safety Act, \10\ and NHTSA's 
rulemaking regulations (49 CFR Part 553, Rulemaking Procedures).
---------------------------------------------------------------------------

    \7\ Id.
    \8\ The GTR process leaves it up to NHTSA to decide the 
appropriate next step in the rulemaking process, after receiving and 
considering the comments we received. NHTSA may issue a final rule 
adopting the regulation, a supplemental NPRM, or a notice 
terminating the rulemaking action. 49 CFR Part 553, App. C.
    \9\ 5 U.S.C. 553.
    \10\ 49 U.S.C. 30111 et seq.
---------------------------------------------------------------------------

3. Objective of Safety Glazing GTR

    In October 2002, WP.29 adopted the 1998 Global Agreement Programme 
of Work (agreed upon subjects for which GTRs should be developed), 
which included safety glazing, and created an informal working group to 
draft the glazing GTR under the Chairmanship of Germany. The working 
group consisted of automotive glazing experts from governmental 
administrations, technical services, glass industry and automotive 
organizations from different countries worldwide.
    The objective of the group was to develop an internationally 
harmonized standard regarding the safety of glass automotive glazing 
materials. The group developed the GTR based on the requirements in UN/
ECE Regulation No. 43, American National Standards Institute (ANSI) 
Standard Z26.1, and the Japanese Industrial Standard. The scope of the 
glazing GTR was restricted to glass safety glazing; other materials, 
such as plastics, were excluded from this GTR's consideration.
    The GTR includes requirements and tests to ensure that the 
mechanical properties, optical qualities and environmental resistance 
of glazing are satisfactory. It does not include type approval, plastic 
glazing, bullet resistance glazing and installation requirements. These 
subjects were left to the discretion of the Contracting Parties. The 
informal group determined not to include installation requirements in 
the GTR because existing national or regional regulations or 
legislation covering installation requirements differ significantly. 
For instance, the requirements for light transmission levels in glazing 
installed in rearward vision areas vary widely. The informal working 
group suggested, and AC.3 agreed, that adding an installation 
requirement into the GTR should be postponed, as it would lengthen the 
development time for the GTR.
    Marking requirements were also not included in the GTR. Existing 
national or regional regulations specify marking requirements that 
usually relate to 3 categories: (1) The type of material, (2) 
identification of the manufacturer, and/or (3) the regulations/
legislation the glazing meets. Responding to suggestions from the 
informal group, AC.3 agreed that the GTR would only consider the 
possibility to include markings for the ``type of material'' in the 
GTR.\11\
---------------------------------------------------------------------------

    \11\ The European Commission later submitted a proposal 
concerning markings for GTRs in general, at the one-hundred-and-
fortieth session of WP.29 in November 2006. As this proposal would 
be discussed at later sessions of WP.29, only markings concerning 
the type of material are included in this GTR.
---------------------------------------------------------------------------

4. Public Participation in Development of Glazing GTR

    In October 2004, in accordance with the agency's procedures for 
considering GTRs,\12\ NHTSA docketed the draft GTR addressing glazing 
proposed by Germany (Docket No. NHTSA-2003-14395) and published a 
notice in the Federal Register soliciting comment on the draft (69 FR 
60460, 60462; October 8, 2004). NHTSA received no comments on the 
document.
---------------------------------------------------------------------------

    \12\ 49 CFR part 553, App. C.
---------------------------------------------------------------------------

    On October 10, 2006, NHTSA published another notice describing the 
agency's work on GTR activities, including the glazing draft GTR 
(Docket No. NHTSA-2003-14395). In July 2007, NHTSA received comments on 
the draft GTR from the Society of Automotive Engineers (SAE) Glazing 
Committee. The SAE Glazing Committee's comment included requests for 
clarification of technical rationale and justification, adding 
definitions of key terms and clarification of testing and performance 
requirements. The agency made recommendations to the informal working 
group to implement some of the SAE comments into the GTR.
    On February 11, 2008, NHTSA published a notice in the Federal 
Register informing the public that the WP.29 intended to vote on the 
GTR covering glazing at the March 2008 session, and soliciting comment 
on how the agency should vote on the proposal.\13\
---------------------------------------------------------------------------

    \13\ 73 FR 7803.
---------------------------------------------------------------------------

    The agency received six comments in response to the request for 
comment, from: the Alliance of Automobile Manufactures (Alliance), 
Volkswagen Group of America (VW), Solutia, PPG Industries (PPG), Mr. 
John Turnbull (former Chairman of the SAE Glazing Standards Committee), 
and Automotive Components Holdings (Automotive Components).
    The Alliance and VW recommended that the U.S. vote in favor of the 
GTR at the March 2008 session, while expressing the view that WP.29 
needed to initiate a GTR on issues such as marking, plastics, state-of-
the-art glazing and installation requirements.
    The other commenters did not support the GTR, believing, among 
other things, that the GTR includes provisions

[[Page 37481]]

that were not supported by data or were unjustified from a safety 
standpoint, or fails to include tests now included in FMVSS No. 205 
that they believe meet a safety need.
    The agency considered the comments when deciding how to vote on the 
proposed GTR. It appeared that some of the objections were speculative 
or were opposed to any kind of change to the standard, while others 
raised points that were worthy of further discussion. After analyzing 
the comments, we did not believe that the commenters raised 
insurmountable opposition to the opportunity to modernize the glazing 
standard, but we did consider several of the opposing comments worthy 
of follow-up. We determined that the objections to the draft GTR could 
be aired out and resolved in the notice-and-comment process of NHTSA 
rulemaking. This NPRM highlights those concerns and, in turn, requests 
comments on those issues.
    All in all, NHTSA believed the proposed GTR to be worthwhile for 
consideration. The agency believed the GTR presented an opportunity to 
take steps toward harmonization. The GTR achieves a narrowing of the 
convergence of disparate national standards that seek to mitigate the 
same motor vehicle safety problem and presents an opportunity to 
modernize FMVSS No. 205 in a manner consistent with harmonization. 
Accordingly, NHTSA voted yes on the GTR in March 2008.
    Today's NPRM initiates rulemaking and requests public comment on 
adopting the GTR's provisions.

III. Overview of Pertinent FMVSS No. 205 Provisions

    FMVSS No. 205, Glazing materials, specifies performance 
requirements and test procedures for glazing installed in motor 
vehicles. The standard specifies performance tests that the glazing 
must pass and locations in the vehicle where particular types, or 
``items,'' of glazing may be installed. The standard also includes 
certification and marking requirements for original and replacement 
glazing materials used in motor vehicles.
    FMVSS No. 205 incorporates by reference American National Standards 
Institute (ANSI) \14\ Standard Z26.1, ``American National Standard for 
Safety Glazing Materials for Glazing Motor Vehicles and Motor Vehicle 
Equipment Operating on Land Highways--Safety Standard,'' ANSI/SAE 
Z26.1-1996 (hereinafter referred to as ``ANSI Z26.1''). ANSI Z26.1 
describes 20 different ``items'' of glazing for motor vehicle use.
---------------------------------------------------------------------------

    \14\ ANSI is a custodian for voluntary commercial standards 
developed by committees such as the Society of Automotive Engineers 
(SAE). The SAE Glazing Committee (made up of individuals 
knowledgeable in the field of automotive glazing) periodically 
revises the existing ANSI glazing standards.
---------------------------------------------------------------------------

    Each item of glazing is generally defined by its ability to pass a 
specified set of tests.\15\ ANSI Z26.1 includes a total of 31 specific 
test procedures designed to assess various mechanical and optical 
properties and the environmental resistance of the items of 
glazing.\16\ The set of tests that the item of glazing must pass varies 
from item to item, based in part on the type of vehicle, and location 
within that vehicle, in which the glazing will be installed. The tests 
are listed in a chart in ANSI Z26.1, with detailed test procedures also 
set forth there. The tests seek to ensure adequate safety performance 
of vehicle glazing for the item's application.
---------------------------------------------------------------------------

    \15\ Certain items of glazing are also defined according to 
their construction characteristics. For example, item 1 glazing may 
be a multiple glazed unit, which is more than one sheet of glazing 
in a common mounting. Multiple glazed unit item 1 glazing needs to 
meet a different set of tests than glazing that is not a multiple 
glazed unit.
    \16\ On July 25, 2003, NHTSA published the current version of 
FMVSS No. 205 in a final rule incorporating by reference ANSI Z26.1-
1996 (68 FR 43964). ANSI Z26.1-1996 is the applicable ANSI standard 
in FMVSS No. 205, even though the SAE Glazing Committee has 
published a later version of ANSI Z26.1. Since the Federal motor 
vehicle safety standards cannot be changed except by following the 
informal rulemaking procedures of the Administrative Procedure Act, 
revisions to the ANSI standard do not become part of FMVSS No. 205 
unless we conduct a rulemaking that expressly identifies and 
incorporates them. NHTSA analyzes the revisions of the ANSI standard 
for improved safety benefits, harmonization, obsolete requirements, 
and any increased costs associated with compliance, and conducts a 
rulemaking, as appropriate, to incorporate the new version.
---------------------------------------------------------------------------

    This NPRM pertains to the following test requirements of ANSI 
Z26.1, which are incorporated into FMVSS No. 205:
    1. A radiation (light stability) test for laminated glass, tempered 
glass, and glass-plastic (for glazing installed in areas requisite for 
driving visibility), ensuring that the glazing retains its luminous 
transmittance after prolonged exposure to sunlight (ANSI Z26.1, 
paragraph S5.1);
    2. A 70 percent luminous transmittance requirement (for glazing 
installed in areas requisite for driving visibility \17\) (ANSI Z26.1, 
paragraph S5.2);
---------------------------------------------------------------------------

    \17\ It is NHTSA's position that, for passenger cars, all 
windows in the passenger compartment are requisite for driving 
visibility.
---------------------------------------------------------------------------

    3. Humidity and high temperature resistance tests (laminated glass 
and glass-faced plastics) (ANSI Z26.1, paragraphs 5.3, 5.4, 5.5), to 
determine if the glazing will withstand environmental effects;
    4. A half-pound ball impact test (tempered glass), ensuring that 
the glass has a certain minimum strength to resist impact from external 
projectiles, such as small stones (ANSI Z26.1, paragraph S5.6);
    5. A fracture test (tempered glass), to minimize the risk of injury 
caused by fragments of fractured glazing material (ANSI Z26.1, 
paragraph S5.7);
    6. Shot bag and dart drop tests (tempered glass), to ensure glazing 
material has a certain minimum strength to resist impact of large and 
small objects (ANSI Z26.1, paragraphs 5.8, 5.9);
    7. A half-pound ball drop test (laminated glass), to ensure the 
glazing resists penetration by heavy objects, such as body parts, that 
may come into contact with the glazing in the event of a crash (ANSI 
Z26.1, paragraph S5.12);
    8. A weathering test (plastic and glass-plastic glazing), to ensure 
the plastic face mounted on the exterior of the vehicle will withstand 
simulated weathering over a long period of time (ANSI Z26.1, paragraph 
S5.16);
    9. An abrasion resistance test (ANSI Z26.1, paragraph S5.17);
    10. An optical distortion test (glazing materials used as 
windshields), ensuring safe driver visibility through the windshield 
(ANSI Z26.1, paragraph S5.15);
    11. Chemical resistance, change in temperature, and flammability 
tests (ANSI Z26.1, paragraphs 5.19, 5.23, 5.24, 5.28); and,
    12. A penetration resistance test (laminated glass), to assess the 
glazing's resistance to penetration by heavy objects, such as body 
parts (ANSI Z26.1, paragraph S5.26).
    13. In addition, comments are requested on the GTR's optional 10 kg 
(22 lb) headform drop test, which is not currently included in ANSI 
Z26.1.

IV. Proposed Changes to FMVSS No. 205

    The agency solicits comment on the following proposed changes to 
FMVSS No. 205's requirements. These proposals implement the GTR 
provisions.
    As noted earlier, we believe that, for the most part, the changes 
proposed in the GTR do not substantially alter the current requirements 
of FMVSS No. 205. Many of the changes are minor amendments to bridge 
small differences in the current regulatory requirements of Contracting 
Parties. Other changes attempt to update FMVSS No. 205 to better test 
performance of modern glazing and to delete obsolete requirements. The 
proposal's new

[[Page 37482]]

marking requirements for tempered glass, laminated glass and glass-
plastic glass are substantially similar to the marking requirements of 
ANSI Z26.1.
    The changes in the proposed GTR are only applicable to tempered 
glass, laminated glass, and glass face plastic glazing. We do not 
propose changing FMVSS No. 205's requirements for other glazing. ANSI 
Z26.1 will continue to apply, unchanged, to bullet resistant glazing 
and glazing for use on motorcycles, slide-in campers, and pick up 
covers designed to carry persons while in motion. ANSI Z26.1 will also 
continue to apply, unchanged, to glazing for use on trucks, buses and 
MPVs in locations not requisite for driving visibility.
    This NPRM does not propose changes to FMVSS No. 205 requirements 
that specify where items may be installed. As noted above, the GTR does 
not contain specifications for installation of the glazing. 
Installation was not included because existing national or regional 
regulations or legislation covering installation requirements differ 
significantly.\18\ This NPRM also does not include proposals for 
comprehensive marking of glazing. As explained earlier, comprehensive 
marking requirements were not included in the GTR.
---------------------------------------------------------------------------

    \18\ Specifically, the requirements for light transmission 
levels in glazing installed in rearward vision areas vary widely. 
The informal working group developing the GTR decided to postpone 
adding the installation requirement into the GTR as it would 
lengthen the development time for the GTR.
---------------------------------------------------------------------------

    FMVSS No. 205 is currently very brief as set forth in 49 CFR 
571.205, since it incorporates by reference ANSI Z26.1. The proposed 
regulatory text of this NPRM would significantly lengthen 49 CFR 
571.205 because the provisions of the GTR would be set forth in the 
regulatory text of the standard rather than being incorporated, for the 
most part, in a separate document (i.e., in the ANSI standard). 
Nonetheless, we emphasize that we believe the proposed changes are 
relatively minor.
    The agency is considering adopting all the changes proposed in the 
GTR. However, after reviewing the comments to this NPRM and other 
relevant information, the agency may choose to incorporate some of the 
proposed tests in the GTR while retaining some of the current 
requirements of FMVSS No. 205.
    The proposed regulatory text is taken almost verbatim from the GTR. 
Consistent with principles for Plain Language, we are amenable to 
suggestions as to how we can improve the regulatory text. We have noted 
periodically in the text where we wish to highlight a request for 
suggestions on improving the text.
    The agency is proposing to add definitions for over thirty new 
terms to the definitions section of FMVSS No. 205. These new 
definitions would define terms used in the GTR which are used in the 
new regulatory language that would be added to FMVSS No. 205.

1. Radiation (Light Stability) Test

    Paragraph S5.1 of ANSI Z26.1 specifies a light stability test for 
laminated glass, tempered glass, and glass-plastic installed in areas 
of a vehicle requisite for driving visibility. The purpose of the test 
is to ensure that the glazing retains its luminous transmittance after 
prolonged exposure to sunlight.
    The test specimen is exposed to ultra-violet radiation for 100 
hours. After being exposed to radiation, the specimen is tested for 
luminous transmittance. The performance requirements for the test 
require that the glazing retain 95 percent of its pre-exposure luminous 
transmittance.
    For laminated glass used in windshields and glass plastic glazing, 
the light stability test in ANSI Z26.1 contains an extra step. After 
being exposed to radiation, laminated glass and glass-plastic samples 
are immersed in boiling water and examined for decomposition.
Proposed Change
    The process used in the radiation test in the GTR, located in S6.7 
of today's proposed regulatory text, is similar to the process used in 
the light stability test in paragraph S5.1 of ANSI Z26.1. The agency 
believes that the radiation test in the GTR is generally equivalent to 
the current light stability test in the ANSI standard. The purpose of 
both tests is to ensure that the glazing retains its luminous 
transmittance after prolonged exposure to sunlight. Both tests examine 
the ability of laminated glass to retain its luminous transmittance 
when exposed to ultraviolet (UV) radiation.
    There are differences, however. Consistent with the GTR, we propose 
that the light stability test of FMVSS No. 205 be amended to not apply 
to tempered glass. The GTR informal working group suggested that this 
test is not needed for tempered glass because tempered glass generally 
does not react to UV radiation. Also, tempered glass by its nature is a 
stable and durable material and generally would not degrade after 
prolonged exposure to sunlight. NHTSA has no reason to disagree; 
however, the agency seeks comment on this proposal to exclude tempered 
glass from the resistance to UV radiation test.
    Further, consistent with the GTR, we propose that laminated glass 
and glass plastics would not be exposed to boiling water after exposure 
to radiation. The GTR informal working group suggested that submerging 
the samples in boiling water is duplicative of the resistance to high 
temperature test, see below, and does not need to be included from a 
safety perspective. NHTSA has no reason to disagree; however, we 
request comments on this issue.
    We note that previously, Mr. Turnbull commented \19\ in opposition 
to the GTR's provisions on the radiation test. He stated that the 
method specifies the radiation source (lamp) by general dimensions but 
is non-specific regarding the actual amount of UV spectral radiation 
generated. In response, we point out that the GTR specifies that each 
test piece shall be exposed to the equivalent of 100 hours of 
ultraviolet radiation at 1,400 W/m\2\. NHTSA tentatively believes that 
the terms of this test are specified with sufficient clarity to make 
the test repeatable.
---------------------------------------------------------------------------

    \19\ All comments referred to in this section were submitted to 
Docket NHTSA-2008-0008, responding to NHTSA's request for comments 
pending a vote on the draft GTR.
---------------------------------------------------------------------------

    In previous comments, Solutia expressed concern that, without the 
thermal resistance testing post irradiation, there is no assurance the 
glazing will maintain clarity during exposure to sun and heat. Comments 
are requested on this issue.

2. Luminous Transmittance Level

    Paragraph S5.2 of ANSI Z26.1 requires glazing materials for use in 
areas of a vehicle requisite for driving visibility to undergo a test 
for luminous transmittance.\20\ The test requires that the glazing have 
a luminous transmittance of not less than 70 percent. The purpose of 
this test is to ensure safe driver visibility. The current standard 
requires the entire windshield except for the shade ban area and the 
area where the rearview mirror or rain detector is mounted to the 
windshield to meet the performance requirements of this test.
---------------------------------------------------------------------------

    \20\ Section 4 of ANSI Z26.1, Application of Tests, specifies 
the areas of vehicles that are required to be equipped with glazing 
with a 70 percent luminous transmittance level. NHTSA's position is 
that for passenger cars, all windows in the passenger compartment 
are requisite for driving visibility.
---------------------------------------------------------------------------

Proposed Change
    The GTR specifies the same 70 percent luminous transmittance level 
as

[[Page 37483]]

the current ANSI Z26.1 luminous transmittance test. Paragraph 
S5.2.1.1.1 of the proposed regulatory text applies the luminous 
transmittance test to all glazing requite for the driver's forward 
field of vision. The GTR defines the driver's forward field of vision 
to be the windshield and the driver and passenger side windows.
    The GTR leaves the required luminous transmittance level requisite 
for the driver's rearward vision to the discretion of the Contracting 
Parties. We have decided to maintain the current 70 percent luminous 
transmittance level for glazing requisite for the driver's rearward 
field of vision for passenger cars (S5.2.1.1.2 of the proposed 
regulatory text). Similar to current FMVSS No. 205 requirements, 
glazing used on trucks, buses and multipurpose passenger vehicles 
(MPVs) will only be subject to the luminous transmittance test if 
installed as a windshield, to the immediate right and left of the 
driver or the rearmost window if used for driving visibility.
    FMVSS No. 205 applies a 70 percent luminous level to the entire 
windshield, except for shade band area and the area where the rearview 
mirror or rain detector is mounted to the windshield at the top of the 
windshield. The GTR requirements for the shade band and opaque area 
where the rearview mirror is mounted, reflected in paragraph S6.15.3.4 
of the proposed regulatory text, are similar to those of FMVSS No. 205.
    However, the GTR directly allows an opaque area 25 millimeters (mm) 
(0.98 inch (in)) wide around the edge of the windshield to aid 
installation. FMVSS No. 205's text does not directly exclude any area 
of the windshield from the luminous transmittance test other than shade 
band area at the top of the windshield and the opaque area where the 
rear view mirror is mounted.
    We do not believe the addition of an opaque area 25 millimeters 
(mm) (0.98 inch (in)) wide around the edge of the windshield would 
constitute a significant change to standard. Already, NHTSA has 
interpreted FMVSS No. 104, Windshield wiping and washing systems,\21\ 
to allow an opaque coating around the edge of the windshield used to 
cover the glue that fixes the windshield in place.\22\ If there is an 
opaque coating to cover the glue, it appears reasonable not to require 
that small coated area to meet light transmittance requirements since 
the driver cannot see the roadway through that area.\23\ We tentatively 
conclude that the provision in the GTR that allows an opaque area 25 mm 
(0.98 in) wide around the edge of the windshield would make the 
standard clearer by specifying the area of the windshield in which an 
opaque coating is allowed. We seek comment on this proposed change.
---------------------------------------------------------------------------

    \21\ 49 CFR 571.104.
    \22\ March 31, 2004 letter of interpretation to Alliance of 
Automobile Manufacturers, http://isearch.nhtsa.gov/files/007749drn-3.html.
    \23\ See June 9, 1987 letter of interpretation to manufacturer 
whose name has been kept confidential, http://isearch.nhtsa.gov/gm/87/nht87-2.4.html (stating that a heads-up-display located in an 
area of the windshield through which the driver could only see the 
hood was in an area not requisite for driving visibility and was 
thus allowable); see also November 3, 1988 letter of interpretation 
to Volkswagen of America, http://isearch.nhtsa.gov/files/3136o.html 
(allowing a shade ban with less than 70% luminous transmittance 
along the bottom edge of the windshield).
---------------------------------------------------------------------------

3. Humidity and High Temperature Resistance Tests

    A humidity test is currently included in paragraph S5.3 of ANSI 
Z26.1 in order to determine if laminated glass and glass faced plastics 
will successfully withstand the effects of moisture in the atmosphere 
over time. The test requires that three test specimens be kept in a 
closed container over water for two weeks at a temperature between 49 
[deg]C and 54 [deg]C (120[emsp14][deg]F and 130[emsp14][deg]F). In 
order to pass the test, the samples must not exhibit any separation of 
materials. Small areas of separation are allowed within 6.35 mm (0.25 
in) of the edge of the sample.
    The current standard includes both a boil and a bake test to 
determine whether safety glazing can withstand exposure to high 
temperatures over extended periods of time. The boil test, contained in 
paragraph S5.4 of ANSI Z26.1, is applicable to laminated glass and 
glass plastics. For the boil test, three samples are placed in 66 
[deg]C (150[emsp14][deg]F) water for three minutes and then placed in 
boiling water for three hours.
    The bake test, contained in paragraph S5.5 of ANSAI Z26.1, applies 
to multiple glazed units. It requires three samples to be heated to 100 
[deg]C (212[emsp14][deg]F) in an oven for two hours.
    The performance specifications for both tests require that no 
bubbles or other defects develop within 13 mm (0.5 in) of the outer 
edge of the sample.
Proposed Change
    The humidity test is substantially similar in both ANSI Z26.1, 
paragraph 5.3, and the GTR. ANSI Z26.1 requires that the specimens be 
kept in an enclosed container over water and maintained at a 
temperature range designed to achieve a relative humidity level of 100 
percent. The GTR humidity test, reflected in S6.8 of today's proposed 
regulatory text, specifies a 50 [deg]C (122[emsp14][deg]F) temperature 
at which the specimens must be kept and a 95 percent relative humidity 
level.
    The test for resistance to high temperature in the GTR, reflected 
in S6.6 of the proposed regulatory text, includes the procedures for 
both the boil and the bake tests currently included in paragraphs 5.4 
and 5.5, respectively, of ANSI Z26.1. The resistance to high 
temperature test in the proposed GTR requires the sample to be heated 
to 100 [deg]C (212[emsp14][deg]F) but does not specify a method for 
achieving the required temperature. The GTR does, however, provide that 
laminated glass may be tested by submersing the test piece in boiling 
water. The agency also solicits comment on whether a measurement 
tolerance of 2 [deg]C should be added to paragraph 
S6.6.1.1.
    Also, the procedures for the boil test in the GTR differ slightly 
from the requirements of paragraph S5.4 of ANSI Z26.1. The boil test in 
ANSI Z26.1 requires that the sample be immersed in 66 [deg]C 
(150[emsp14][deg]F) water for 3 minutes before being transferred to 
boiling water to minimize thermal shock while the GTR does not include 
this step.
    For both the humidity and the high temperature resistance tests, 
because cutting induces stress into the glazing, the GTR allows a 25 mm 
(0.98 in) area at the edge of a cut piece of glazing within which 
conformance to the standard will not be assessed. ANSI Z26.1 allows a 
6.35 mm (0.25 in) area within which conformance will not be assessed 
for the humidity test and a 13 mm (0.5 in) area for the high 
temperature resistance tests. We have no reason to believe that the 
GTR's larger area would result in a decrease in safety benefit with its 
use. However, we seek specific comment on whether the larger area is 
appropriate.
    The agency seeks comment on the appropriateness of the proposed 
changes to the boil and bake tests of the GTR.

4. Half Pound Ball Drop--Tempered Glass

    Paragraph 5.6 of ANSI Z26.1 requires that tempered glass undergo an 
impact ball test in which a steel ball weighing 227 grams (g) (8 ounces 
(oz)) is dropped onto the test specimen from a height of 3.1 meters (m) 
(10 feet (ft)). The purpose of this test is to ensure that the glass 
has a certain minimum strength to resist impact from external 
projectiles such as small stones.
Proposed Change
    The procedure in the GTR for the ball drop test applicable to 
tempered glass

[[Page 37484]]

differs from the current requirements in paragraph 5.6 of ANSI Z26.1. 
The proposed procedure for the ball drop test, which is reflected in 
paragraph S6.3 of today's proposed regulatory text, would require that 
a 227 g (8 ounces (oz)) test ball be dropped onto the exterior face of 
the glazing mounted on the vehicle from a height of 2 m (6.6 ft). The 
ball drop test in ANSI Z26.1 uses a steel ball of approximately the 
same weight dropped from a height of 3.1 m (10 ft).
    The drafters of the GTR believe that calculations performed by the 
Japanese support a finding that a drop height of 2.0 m (6.6 ft) is 
sufficient for testing the safety performance of tempered glazing. The 
calculations assumed that the typical piece of debris that came in 
contact with a vehicle windshield had a mass of 2 to 3 g (0.07 to 0.1 
oz). Assuming, in a worst-case scenario, that the 3 g debris impacts a 
piece of glazing installed on a vehicle at 150 kilometers per hour (km/
h) (93 miles per hour (mph)), the study found that the impact energy of 
the 3 g (0.1 oz) object would be equivalent to the impact energy of a 
227 g (8 oz) ball dropped from a height of 1.17 m (3.8 ft).\24\ We note 
also that tempered glass is used in side windows, so the impact 
velocity of small objects on tempered glass could be lower than the 
impact energy of debris that strikes the vehicle head on in the 
windshield. For these reasons, we tentatively conclude that the 2 m 
(6.6 ft) height would be sufficient to assess the toughness of tempered 
glazing when struck by a stone or other small object.
---------------------------------------------------------------------------

    \24\ Unpublished one-page analysis, ``Assessment of Toughened 
Glass Impact Test in Terms of Impact Energy of Flying Object''; Flat 
Glass Manufacturers Association of Japan; March 29, 2004.
---------------------------------------------------------------------------

    The GTR also differs from the current ball drop test specified in 
ANSI Z26.1 by specifying that not less than 8 of the 10 samples tested 
must not break or fragment. ANSI Z26.1 requires that 10 of the 12 
samples must not break or crack.\25\ The agency tentatively believes 
that the change in sample size will not significantly impact the test 
results.
---------------------------------------------------------------------------

    \25\ ANSI Z26.1 states (section 5, Test Specifications) that 
``[S]ome tests are written so that occasional failure is allowed. 
Such tests are better adapted to indicate a satisfactory product 
than less severe tests allowing no failures.''
---------------------------------------------------------------------------

    Comments are requested on the proposed changes. We note that, in a 
previous comment, Mr. Turnbull objected that, ``It is not obvious that 
any impact studies were actually done with stones or if a 2-3 g stone 
does represent typical road debris.'' While no impact studies were 
performed, the agency believes that the calculations conducted in Japan 
provide a reasoned basis for selecting 2 m (6.6 ft) as an appropriate 
drop high to test the toughness of tempered glass. In establishing the 
GTR, Contracting Parties are required to reconcile conflicting 
performance requirements from differing regional and national 
standards, the agency felt the calculations from Japan adequately 
ensure the safety of tempered glass when tested from a drop height of 2 
m (6.6 ft).
    In previous comments, Solutia, PPG and others expressed a concern 
that the GTR specifies different requirements (e.g., drop height) based 
on the type of construction of the glazing, rather than on its 
application, and thus, commenters believed, the GTR ``discriminates 
against materials.'' Solutia stated that the GTR requirement for the 
drop height of the 227 g ball ``specifies that toughened-glass panes 
[for use in side windows] be tested by dropping the ball from a height 
of 2 meters whereas, section 6.3.3.3 [of GTR No. 6] requires laminated 
panes in the same application be tested by dropping the ball from a 
height of 9 meters. No justification is provided for this difference in 
ball drop heights.''
    ANSI Z26.1 currently includes different drop heights for laminated 
and tempered glass used as panes \26\ for the 227 g (8 oz) ball drop 
test based on differing properties of the materials. Tempered glass is 
designed to withstand rough treatment but it is not resistant to 
penetration. Laminated glass is not as tough as tempered glass and 
cracks more easily but is very resistant to penetration. The differing 
drop heights are designed to test the differing properties of these 
materials. The performance requirements for the 227 g (8 oz) ball drop 
test applicable to tempered glass specify that the test piece must not 
break when the ball is dropped from a height of 2 m (6.53 ft) on to the 
test piece. The performance requirements for the 227 g (8 oz) ball drop 
test applicable to laminated glass panes specify that the ball shall 
not pass through the test piece when the ball is dropped on to the test 
piece from a height of 9 m (29.53 ft). Thus, the differing drop heights 
for the 227 g (8 oz) ball drop test applicable to tempered glass and 
laminated glass panes are included in the GTR to ensure sufficient 
toughness of tempered glass and sufficient penetration resistance of 
laminated glass panes. Comments are requested on this issue.
---------------------------------------------------------------------------

    \26\ Laminated glass panes refer to laminated glass installed on 
locations on the vehicle other than the windshield.
---------------------------------------------------------------------------

5. Fracture Test

    ANSI Z26.1 specifies a fracture test for tempered glass in 
paragraph S5.7. The purpose of the fracture test is to minimize the 
risk of injury caused by fragments of fractured glazing material. The 
test specimen is tested with a spring-loaded center punch or hammer. 
The specimen is broken at the center of the sample. The fragments of 
the sample are then weighed. In order to pass the test, no fragment 
from the fractured specimen is allowed to weigh more than 4.25 g (0.15 
oz).
Proposed Changes
    ANSI Z26.1 currently specifies a test procedure with only one 
breaking point in the center of the sample, and a maximum weight for 
the largest resulting fragment. The GTR fracture test adds a second 
fragmentation point to verify that the glass has been properly 
tempered.\27\ We tentatively agree with this change, because if a 
glazing piece is significantly curved, testing for fragmentation at 
only the center of the sample could mask issues with the tempering 
process. The added fragmentation test point at the point of curvature 
helps to ensure that the glazing is properly tempered and breaks into a 
large number of small fragments.
---------------------------------------------------------------------------

    \27\ Figure 25 of the proposed GTR specifies the second impact 
point for curved panes. Global technical regulation No. 6, ``Safety 
Glazing Materials for Motor Vehicles and Motor Vehicle Equipment'', 
ECE/TRANS/180/Add.6, 16 May 2008.
---------------------------------------------------------------------------

    Further, ANSI Z26.1 currently limits the weight of the largest 
fragment, but not its size. The GTR performance requirements set a 
minimum number of fragments in a five centimeter square area and limit 
the length and width of the largest fragment, rather than its weight. 
The rationale provided in the preamble to the GTR is that newer types 
of very thin tempered glass could produce a large fragment but have a 
smaller mass than would be expected with older, thicker glass.\28\ 
Accordingly, using weight alone could permit large fragment sizes.
---------------------------------------------------------------------------

    \28\ Id., page 9.
---------------------------------------------------------------------------

    NHTSA agrees that it is possible that thinner tempered glass, when 
fractured, may produce a fragment that is large in size but relatively 
small in weight, and that a reasonable alternative is to limit the size 
of the fragment.
    However, the agency seeks comment on the proposed changes. Is the 
second fragmentation point reasonable? Should fragments be limited by 
size rather than weight? We note that in a previous comment, PPG 
expressed the belief that the ANSI test procedure should not be 
changed. It stated: ``the assumption that

[[Page 37485]]

thinner [glass] will result in the ability to have larger pieces of 
glass has not been demonstrated.'' Automotive Components stated that 
the GTR procedure is more time consuming and requires glazing 
manufacturers to break more glass parts, which increases cost. Comments 
are requested on these issues.

6. Shot Bag and Dart Drop Tests

    The current standard specifies a shot bag impact test for tempered 
glass (ANSI Z26.1, paragraph S5.8). The purpose of the test is to 
determine whether the glazing material has a certain minimum strength 
to resist impact of large objects, such as body parts of the vehicle 
occupant. A 4.99 kg (11 lb) shot bag made of flexible leather is 
dropped on the specimen from a height of 2.44 m (8 ft) so that it 
strikes the center of the face of the glazing mounted on the vehicle. 
Of five test specimens tested, no more than one is allowed to crack or 
break.
    Under FMVSS No. 205, laminated glass is subject to a dart impact 
test (ANSI Z26.1, paragraph S5.9). The purpose of the test is to ensure 
the strength of the glazing when impacted by small hard objects. During 
the test, a 198 g (7 oz) steel dart is dropped from a height of 9.14 m 
(30 ft) so that it strikes the specimen in the center of the exterior 
face of the glazing mounted on the vehicle. The performance 
requirements permit the dart to puncture the specimen, but the dart is 
not permitted to create a hole in the specimen sufficiently large to 
allow the dart to pass completely through.
Proposed Change
    We propose deleting the dart impact test and the shot bag test from 
FMVSS No. 205. It appears the tests have become obsolete. The dart 
impact test and the shot bag test are not included in the GTR. Both 
tests are not included in the most recent draft version of ANSI Z26.1 
being developed by the SAE Glazing Committee.
    The dart drop test, currently found in the current version of ANSI 
Z26.1 reflected in FMVSS No. 205, paragraph S5.9, uses a dart one ounce 
lighter than the 227g (8 oz) ball dropped from the same height. The 
agency tentatively concludes that no purpose is served by having both a 
dart test and a small ball test. It appears that the ball is more 
representative of the real world hazards encountered by vehicle 
glazing, and the GTR informal group suggested that the small ball test 
is slightly more severe. Therefore, the agency tentatively concludes 
that the GTR, as written without these tests, meets the need for 
safety.
    The purpose of the shot bag test is to assess the strength of the 
glazing under impact from the interior side by an occupant body part. 
The drafters of the GTR believed that leather comprising the shot bag 
could not be specified to a degree of accuracy that would ensure that 
the results of the test were objective and repeatable. The drafters 
believed that the variations in the suppleness of the leather played a 
significant role in the distribution of force in the impact area which 
affects the glazing's ability to withstand the force applied by the 
bag. Further, the GTR committee stated that experience has shown that 
glazing that passes the shot bag test can sometimes fail the 2.26kg-
ball drop test, but the reverse has never been seen. This experience 
indicates that the shot bag test is not needed to test the resistance 
of glazing to penetration by large heavy objects. The agency 
tentatively agrees with the drafters of the GTR that the variations in 
test conditions caused by the leather on the shot bag can introduce 
repeatability issues. The agency has also tentatively concluded that 
the shot bag test duplicates properties of the glazing tested by the 
2.226 kg (5 lb) ball drop test included in the GTR.
    The agency is soliciting comment on whether the dart drop and the 
shot bag tests should be removed from FMVSS No. 205.

7. Half Pound Ball Drop Test--Laminated Glass

    ANSI Z26.1 specifies an impact ball test in paragraph S5.12 for 
laminated glass used in windshields. It differs from the impact ball 
test used on tempered glass. Laminated glass is subjected to an impact 
ball test in which a 227 g (8 oz) ball is dropped from a height of 9.14 
m (30 ft) so that it strikes the specimen in the center of the exterior 
face of the glazing mounted on the vehicle. The purpose of the test is 
to determine whether the glazing possesses a certain minimum strength, 
and to ensure that the glazing is properly constructed. Separation of 
glass and plastic from the area of the specimen opposite the point of 
immediate impact of the glass shall not exceed 645 mm\2\ and total 
separation of glass from strengthening material shall not exceed 1935 
mm\2\.
Proposed Change
    The GTR (as reflected in paragraph S6.3 of today's proposed 
regulatory text) changes the drop height for the 227 g (8 oz) ball drop 
test applicable to laminated glass from 9.14 m (30 ft), as currently 
specified in ANSI Z26.1 paragraph S5.12, to 9 m (29.5 ft). The agency 
does not believe that this change will have any significant impact on 
the results produced by the test.
    However, the GTR differs from ANSI Z26.1 in some respects. The GTR 
specifies that the 227 g (8 oz) ball drop test is conducted on 
specimens conditioned at two different temperatures. Ten specimens are 
tested at a temperature of +40 [deg]C (104[emsp14][deg]F) and 10 
specimens are tested at -20 [deg]C (-4 [deg]F). At least 8 specimens 
from each test group must satisfy the proposed performance 
requirements. ANSI Z26.1 currently requires that 12 specimens be 
tested, that at least 10 of the 12 specimens must not crack into 2 or 
more pieces, and that at least 8 of the 12 prevent the ball from 
passing through the specimen.
    The GTR also differs from ANSI Z26.1 in the manner in which the two 
standards measure separation of the glass from the interlay. For 
windshields, the GTR specifies the maximum weight for fragments that 
have separated from the sample, while ANSI Z26.1 specifies an area in 
which separation of the glass from the interlay is allowed to occur. 
Both standards measure separation of laminated glass used in other 
locations in the vehicle by specifying the area in which separation 
from the sample may occur. NHTSA tentatively believes that this change 
will not impact the ability of glazing to satisfy the test.
    The agency seeks comment on the proposed changes. As noted in the 
discussion of issue number 4, above, Solutia and PPG were concerned why 
the GTR specifies a drop height of 9 m for the 227 g (8 oz) ball for 
laminated glass when it specifies a drop height of 2 m for tempered 
glazing. In addition, in a previous comment, Solutia stated that the 
reasons for the change in the size of the samples that must pass the 
tests was not explained in the GTR.

8. Weathering Test

    Paragraph S5.16 of ANSI Z26.1 requires a weathering test for 
plastic and glass-plastic glazing for which the plastic face will be 
mounted on the exterior of the vehicle. The test specimen is exposed to 
UV radiation and water and then subjected to an abrasion wheel for 100 
cycles. The purpose of the test is to determine whether the plastic 
glazing or glass-plastic glazing will withstand weathering over a long 
period of time.
Proposed Change
    The GTR only applies to glass plastics for which the plastic face 
is mounted on the interior of the vehicle. Thus, there is no weathering 
test for glass plastic

[[Page 37486]]

glazing with the plastic face on the exterior of the vehicle.
    ANSI Z26.1 paragraph S5.16 applies the weathering test to glass 
plastic glazing with the plastic face mounted on the exterior of the 
vehicle and to plastic glazing. The agency is soliciting comment on 
these changes.

9. Abrasion Resistance

    Paragraph S5.17 of ANSI Z26.1 currently includes an abrasion 
resistance test where the sample is abraded with an abrading wheel. 
Plastic samples are abraded for 100 cycles and glass samples are 
abraded for 1000 cycles. After the samples are abraded they are tested 
for luminous transmittance. For plastic samples, the average light 
scatter of three samples tested cannot exceed 15 percent. Glass-faced 
plastic shall not have an average light scatter greater than 4 percent 
for the plastic face mounted on the interior of the vehicle. Glass must 
not have a light scatter of more than 2 percent after being abraded.
Proposed Change
    The abrasion resistance test in the GTR, reflected in paragraph 
S6.5 of today's proposed regulatory text, is substantially similar to 
the current test in ANSI paragraph 5.18. The GTR specifies the same 
light scatter performance requirements as FMVSS No. 205. However, the 
GTR test specifies a different abrasion wheel than the one currently 
used in ANSI Z26.1. The agency believes that given the specifications 
of the abrasion resistance wheel specified in the GTR there is 
potential for the new abrasion resistance test to be more severe.
    Solutia stated in a previous comment that the dimensions for the 
abrasion resistance wheel were outdated. The abrasion resistance wheel 
described in the GTR is the same as the wheel described in ISO Standard 
3537, Road vehicles--Safety glazing materials--Mechanical tests, March 
1999, which is commercially available.
    In previous comments, Solutia and PPG expressed concern that the 
GTR specifies different test methodologies and performance levels 
depending on the glazing material. The commenter believed that the GTR 
should require the same level of safety performance for a vehicle 
glazing location. Solutia said that the GTR requires glass surfaces to 
be tested with 1,000 abrasion cycles and allows a maximum haze of 2 
percent, whereas plastic surfaces are tested for only 100 abrasion 
cycles and allowed a maximum haze of 4 percent. Solutia stated: ``If 
the in-situ performance requires an environmental duty equivalent of 
1,000 abrasion cycles, then that level of testing should be required 
for all glazing materials. Moreover, if glazing optical performance 
should not exceed 2% haze, then that level of performance should be 
required for all constructed glazing materials.''
    NHTSA notes that FMVSS No. 205 currently specifies differing 
performance requirements for glass and plastic glazing under the 
abrasion resistance test. The agency believes that different 
performance requirements can be reasonably based on different 
attributes for glass and glass faced plastic and the different uses for 
each application. Glass, because of its chemical composition, possesses 
a greater resistance to chemical and environmental erosion than 
plastic, so glass is subject to more abrasion cycles than plastic to 
evaluate its abrasion resistance.
    The different performance requirements for glass and glass faced 
plastic are also based on the differing locations on the vehicle in 
which each type of glazing is installed. Glass surfaces which are 
mounted facing the exterior of the vehicle are exposed to the outside 
environmental and require constant cleaning to remove dirt and grime. A 
2 percent haze requirement for glass surfaces is necessary to ensure 
that glazing remains sufficiently transparent to provide visibility. 
Plastic surfaces, mounted on the interior of the vehicle, are not 
subjected to the same conditions, for the interior of the vehicle a 4 
percent haze requirement is sufficient to ensure that glazing remains 
transparent. Different performance requirements are developed for 
different materials not out of a desire to favor certain glazing 
materials but rather to ensure that glazing materials possess adequate 
mechanical strength for their intended use in a motor vehicle.
    Comments are requested on these issues, including the issue of the 
GTR requiring a maximum haze of 2 percent for glass and 4 percent for 
plastics.

10. Visual Distortion

    Paragraph S5.15 of ANSI Z26.1 requires glazing materials used as 
windshields to undergo visual distortion and optical distortion tests. 
The purpose of these tests is to ensure safe driver visibility. To 
conduct the visual distortion test, the sample is placed in front of a 
light source and a circle is projected through the test specimen onto a 
screen. The tester then records the separation between the primary and 
secondary image. The separation of the secondary and primary image is 
not allowed to exceed 3.95 minutes of arc or 8.9 mm (0.35 in).
    The procedure for the optical distortion test specifies that the 
sample be placed 7.62 m (25 ft) from a light source and moved toward 
the light source and away from the screen positioned behind the 
specimen at 127 mm (5 in) intervals. Each time the sample is moved, the 
tester observes the showdown pattern on the screen. The performance 
requirements of the test require that no light and dark patches 
representing a secondary image appear on the screen before the sample 
has been moved 635 mm (25 in) toward the light source. The test 
procedure requires that the sample be keep parallel to the screen at a 
right angle to the light source.
Proposed Change
    The GTR visual distortion test, reflected in paragraph S6.11 of 
today's proposed regulatory text, is conducted at the angle of 
installation rather than at a perpendicular angle. The latter is 
currently used in paragraph 5.15 of ANSI Z26.1. Since distortion is a 
function of the angle of incidence, the agency tentatively believes 
that testing at the angle at which the glazing will be installed is a 
more accurate representation of real world driving conditions.
    We note that the curvature of modern windshields at the margins 
makes it impractical to test the entire windshield for optical 
distortion at the angle of installation. The GTR specifies three vision 
measurement areas, reflected in S6.15 of today's proposed regulatory 
text, on which the optical distortion test is performed, which are 
designed to capture the area of the windshield used by the driver to 
see the forward roadway. The vision measurement areas used in the GTR 
are based on SAE J941, Motor Vehicles Drivers Eye Locations, JAN 2008.
    SAE J941 defines a range of eye positions developed from a 
statistical analysis of 2,300 drivers' physiological data (with a male-
to-female ratio of one-to-one) performing a straight ahead driving 
task.\29\ Elliptical contours defining a range of eye positions were 
developed from a statistical analysis of this physiological data. These 
contours, or eye ellipses, offer a representation of a driver's eye 
location and can be used to determine what a driver could see in the 
straight ahead driving task.
---------------------------------------------------------------------------

    \29\ SAE Paper 650464, Automobile Driver Eye Positions, Meldrum, 
James F., February 1, 1965.
---------------------------------------------------------------------------

    The optical distortion test in the proposed GTR applies different 
vision testing areas to differing classes of vehicles. These vision 
testing areas are referred to in the GTR as Zones A, B and

[[Page 37487]]

I. The defined vision testing areas Zones A and B apply to vehicles 
with a gross vehicle weight rating (GVWR) of 4,536 kg (10,000 lb) and 
less also referred to as light vehicles. Zone I applies to vehicles 
with a GVWR over 4,536 kg (10,000 lb).
    Zone A is defined as the area on the outer surface of the 
windscreen bounded by four planes. The first plane is parallel to the Y 
axis passing through V1 and inclined upwards at 3[deg] from 
the X axis (plane 1 in Figure 18). The second is a plane parallel to 
the Y axis passing through V2 and inclined downwards at 
1[deg] from the X axis (plane 2 in Figure 18). The third plane is a 
vertical plane passing through V1 and V2 and 
inclined at 13[deg] to the left of the axis (plane 3 in Figure 18). The 
fourth plane is a vertical plane passing through V1 and 
V2 and inclined at 20[deg] to the right of the X axis (plane 
4 in Figure 18). The four planes correspond to an area forming a box 
directly in front on the driver's forward eye position.\30\
---------------------------------------------------------------------------

    \30\ Zone or test area A is depicted in Figure 18 in the 
regulatory text.
---------------------------------------------------------------------------

    In order to determine the extended Zone A, the part of the 
windshield subject to the optical distortion test, the box formed by 
the four planes is extended to the vehicle's center line and then to 
the area of windshield symmetric to Zone A on the opposite side of the 
vehicle's centerline. The extended Zone A represents an area of the 
windshield extending horizontally across the center of the windshield. 
The area of the windshield that comprises extended Zone A must exhibit 
a maximum of 2 degrees of arc when subjected to the optical distortion 
test.
    Reduced Zone B consists of area along the bottom third of the 
windshield bounded by extended Zone A on the top, plane 9 (in figure 
19(a)) on the bottom and plane 3 (in figure 19(a)) and a plane 
symmetrical to plane 3 on the opposite side of the vehicle centerline 
on the sides as well as the areas in the upper corners of the 
windshield separated from each other by the opaque area where the rear 
view mirror is mounted. The area of the windshield that comprises 
reduced Zone B must exhibit a maximum of 6 degrees of arc when 
subjected to the optical distortion test.
    Zone I, the defined vision testing applicable to vehicles with a 
GVWR over 4,536 kg (10,000 lb), is determined from the ``O'' point 
which represents the driver's eye location. The ``O'' point is a point 
625 mm above the R point which is determined using the three 
dimensional vehicle reference system described in ISO Standard 6549, 
Road Vehicles--Procedure for H- and R-point determination, December 16, 
1999. Zone I is comprised of the area of the windshield bounded on the 
sides by vertical planes extending 15 degrees from the right and left 
of the O point and on the top by a horizontal plane extending from the 
O point to 10 degrees above horizontal and on the bottom by a 
horizontal plan extending from the O point to 8 degrees below 
horizontal. The area of the windshield comprising Zone I must exhibit 
no more than 2 degrees of arc when subjected to the optical distortion 
test.
    We tentatively believe that testing only in these areas 
sufficiently assesses the windshield's optical properties, given that 
the eye ellipses appear to offer a good estimate of the windshield area 
typically used by the driver and taking into account practicality 
considerations. The performance requirements for Zones A and I are more 
stringent than Zone B because Zones A and I represent the area of the 
windshield used most by the driver to observe the forward roadway. Zone 
B is also the area of the windshield closer to the edge where the 
windshield displays greater curvature. Given that the agency is testing 
the windshield at the angle of installation rather than at a 
perpendicular angle, we have tentatively concluded that allowing a 
maximum of 6 degrees of arc in the reduced Zone B at the margins of the 
windshield is a reasonable approach to ensuring safe visibility through 
the windshield. We believe that other than specifying an area of the 
windshield to be tested, the procedure and performance requirements for 
these tests are equivalent with those currently included in FMVSS No. 
205.
    The secondary image test in paragraph S6.12 of today's proposed 
regulatory text specifies two test procedures, only one of which the 
glazing must meet to satisfy the test's requirements. The first test 
measures secondary image separation by projecting the image of a target 
through the windshield being tested and recording the secondary image 
shift of the target. Other than only applying this test to the defined 
vision testing areas described above, we believe that this procedure is 
substantially the same as the procedure specified for testing secondary 
image separation in paragraph 5.15.2.1 of ANSI Z26.1.
    The other is a collimation-telescope test. When a test piece 
exhibiting a secondary image is placed between the collimator and the 
telescope, a secondary image will appear on the polar co-ordinate 
system. The secondary image separation of the test piece can be 
determined by measuring the distance of the secondary image from the 
center of the polar co-ordinate system. This procedure differs from the 
procedure in ANSI Z26.1 where an image is projected through the test 
piece and secondary image separation is determined by visual 
inspection.
    The agency solicits comment on these proposed changes. We note that 
in its previous comment, Solutia expressed concern that the GTR's 
method of testing the windshield using the installation angle ``does 
not provide for testing the optics for a driver looking down or to the 
sides. A fixed angular test methodology can appropriately represent 
skewed driver vision (down or to the sides) for all vehicles, and 
reduces the test burden and ultimately costs for manufacturers.''

11. Chemical Resistance, Flammability and Change in Temperature Tests

    The current chemical resistance test, contained in paragraph S5.19 
of ANSI Z26.1, is designed to ensure plastics have a minimum resistance 
to common chemicals that are likely to be used for cleaning purposes in 
motor vehicle service. The glazing is submerged in the test chemical 
for one minute and then examined for tacking, crazing \31\ and loss of 
transparency.
---------------------------------------------------------------------------

    \31\ Crazing refers to the condition in which the surface of the 
glazing exhibits a mesh of fine cracks.
---------------------------------------------------------------------------

    ANSI Z.26.1 currently specifies two flammability tests, one for 
glazing materials 1.27 mm (0.05 in) or less in thickness and one for 
glazing materials thicker than 1.27 mm (0.05 in). The purpose of the 
tests is to determine the burn rate of safety glazing. The test is 
applicable to plastic glazing and the interior face of glass-plastic 
glazing.
    Paragraph 5.23.2 of ANSI Z26.1, applicable to thin glazing 
materials, specifies that the sample be placed in a heat shield with a 
viewing window. The test is conducted by pouring a drop of toluene \32\ 
on the surface of the specimen. The toluene is then lit and the burn 
area of the specimen is noted to determine compliance with the test.
    Paragraph 5.24.2 of ANSI Z26.1 sets forth the flammability test 
applicable to thicker glazing materials. The test requires the specimen 
to be clamped over a Bunsen burner that is then lit for 30 seconds. If 
the specimen does not continue to burn at the end of the first 
ignition, the specimen is then lit for an additional 30 seconds. The 
performance specifications require that the burn rate of the specimen 
not exceed 1.48 millimeter per second (mm/s) (3.5

[[Page 37488]]

inches per minute (in/m)). The specimen is deemed to have passed if the 
burn area of the specimen does not exceed 102 mm (4 in) in length after 
the second ignition.
---------------------------------------------------------------------------

    \32\ Toluene is an aromatic hydrocarbon that is sometimes used 
as an additive to boost the octane level in gasoline.
---------------------------------------------------------------------------

    Paragraph 5.28 of ANSI Z26.1 contains a resistance to temperature 
change test. The purpose of the test is to verify that plastic and 
glass plastic glazing is capable of withstanding changes in temperature 
without deterioration. Two samples are subjected to a temperature of -
45 [deg]C to -35 [deg]C (-49 [deg]F to -31 [deg]F) for six hours. After 
being conditioned to an equilibrium temperature for one hour, the 
samples are subjected to a temperature of 70 [deg]C to 74 [deg]C (158 
[deg]F to 166 [deg]F) for three hours. After completion of the test, 
the samples are examined for evidence of cracking, clouding, 
delaminating or other deterioration.
Proposed Change
    The GTR specifies chemical resistance, flammability, and change in 
temperature tests for glass-plastic glazing. We believe that the 
chemical resistance test of the GTR, reflected in paragraph S6.14 of 
today's proposed regulatory text, and the change in temperature test 
reflected in paragraph S6.9 are substantially the same as those in the 
currently applicable version of ANSI Z26.1.
    The flammability test reflected in paragraph S6.13 of today's 
proposed regulatory text is similar to the test for thick glazing 
specified in paragraph 5.24 of ANSI Z26.1. The GTR does not specify 
different test procedures for different thicknesses of glazing, but 
does specify differing burn rates for glazing materials based on their 
thicknesses. The flammability test in the GTR reduces the burn time of 
the sample from thirty to fifteen seconds. Furthermore, the GTR does 
not require a second ignition if the specimen does not continue to burn 
after the flame source is extinguished.
    Under the GTR procedures proposed today for adoption into FMVSS No. 
205, a combustion chamber is used to conduct the burn test. Under the 
proposed test, the sample is inserted into the combustion chamber, in 
which the flame is already burning. This procedure differs from the 
current requirements of paragraph 5.24 of ANSI Z26.1 where the sample 
is clamped above an unlit Bunsen burn which is later lit to begin the 
test.
    The agency seeks comment on the proposed changes, including the 
proposed use of a combustion chamber. In its previous comment, Solutia 
expressed concern that the GTR compromising safety by specifying that 
gas flow is cut off after 15 seconds instead of after 30 seconds, as in 
the current FMVSS No. 205 test. Mr. Turnbull believed that the GTR test 
was unnecessarily complex and outdated. We note that the specifications 
for the combustion chamber are very detailed and request comment on the 
appropriateness of the high degree of specificity in FMVSS No. 205.

12. Penetration Resistance

    Paragraph 5.26 of ANSI Z26.1 specifies a penetration resistance 
test for laminated glass to assess the glazing's resistance to 
penetration by heavy objects, such as body parts, that may come into 
contact with the glazing in the event of a crash. During the test, a 
2.268 kilogram (kg) (5 lb) steel ball is dropped from a height of 3.66 
m (12 ft) so that it strikes the center of the interior surface of the 
glazing material mounted on the vehicle. The test sample is allowed to 
crack and the reinforced interlayer is allowed to tear but ten of the 
twelve samples tested must prevent the ball from passing through the 
sample.
Proposed Change
    We believe that the penetration resistance test is essentially the 
same in paragraph S5.26 of ANSI Z26.1 and in the GTR, reflected in 
paragraph S6.4 of today's proposed regulatory text. ANSI Z26.1 tests 
penetration resistance using a 2.27 kg (5 lb) steel ball dropped from a 
height of 3.7 m (12 ft) whereas the GTR test uses a 2.26 kg (5 lb) 
steel ball dropped from a height of 4 m (13.12 ft). The performance 
requirements for each test slightly differ. Under the current FMVSS No. 
205 requirement, 8 of 10 test samples are required to pass the test, 
while the GTR would require 11 of 12 samples to pass the test.
    Comments are requested on these changes. The agency does not 
believe that these differences will impact the severity of the test or 
have an impact on the safety performance of the glazing. Yet, in his 
previous comment, Mr. Turnbull expressed concern that subtle changes 
may have implications that should be studied. He stated that because of 
its brittle nature, glass is known to have some degree of uncertainty 
in fracture behavior. He stated that to reliably and predictably meet 
the current FMVSS No. 205 requirement, a Mean Support Height (MSH) of 
about 15 ft is required. The commenter was concerned that to meet an 
increase in drop height and the new \11/12\ (92 percent) support 
criteria, an increase in MSH may be required, which would be met 
``through changes in glass or interlayer type or thickness.'' Comments 
are requested on the cost impacts of meeting the proposed requirements; 
please provide data to support your comments.

13. Optional Strength Test

    The GTR also includes an optional strength test which uses a 10 kg 
(22 lb) spherical or semi-spherical wooden headform dropped from a 
height of 1.5 m (4.92 ft). This test is optional at the discretion of 
the Contracting Party. The test is based on a test required by 
Regulation 43 of the Economic Commission for Europe (UNECE R43) and the 
Japanese glazing standard. The primary purpose of the test is to judge 
penetration resistance. The test is currently not included in FMVSS No. 
205.
    We have tentatively determined that the headform test is not needed 
in FMVSS No. 205. Penetration resistance would be assessed in today's 
proposal by the 2.26 kg (5 lb) ball drop test; there is no test similar 
to the headform drop in our current FMVSS No. 205. We do not believe 
that the headform test would provide any additional safety benefits 
beyond the 2.26 kg (5 lb) ball drop penetration test.
    We seek comment on our tentative decision that the headform test is 
not needed in the proposed revisions to FMVSS 205. In its previous 
comment, PPG was critical of the agency's supporting not including the 
headform test as a mandatory test under the GTR. PPG disagreed with the 
agency's statement that the headform test duplicated other tests in the 
GTR, stating that the headform test is a test of occupant egress while 
the other tests in the GTR assess the glazing's resistance to 
penetration from the exterior of the vehicle. In response, both the 
headform test and the 2.26 kg (5 lb) ball drop test assess the 
windshield's resistance to penetration on the face of the windshield 
mounted on the interior of the passenger compartment. Thus, both tests 
appear to measure the glazing's resistance to occupant egress. For this 
reason, the agency tentatively believes that the headform test would be 
redundant and would not offer any additional safety benefit.

V. Differences Between GTR and Agency Proposal

    There are some minor differences in the agency's proposal and the 
text of the GTR as approved by the Contracting Parties. Some of these 
changes are necessary to simplify the regulation and to enhance the 
GTR's suitability as a self certification standard as opposed to a type 
approval standard. In amending the

[[Page 37489]]

text of the GTR, the agency has endeavored to retain all test 
procedures and performance requirements as they appeared in the 
document approved by the Contracting Parties.
    The GTR contains definitions of the H-point and seating reference 
point. The terms H-point and seating reference point are currently 
defined in 49 CFR 571.3. The agency seeks comment on the 
appropriateness of retaining the definitions for these terms in 49 CFR 
571.3 in order to maintain consistence of definitions throughout the 
FMVSSs.
    Both the abrasion resistance test in paragraph S6.5 and the 
luminous transmittance test in paragraph S6.11 utilize the same light 
source to project light through the test pieces. The text of the GTR as 
approved by the Contracting Parties described the specifications for 
the light source twice, once in test procedure for the abrasion 
resistance test and once in the test procedure for the luminous 
transmittance test. The agency proposal only specifies the light source 
once in paragraph S6.5.1.3 and then the test procedure for the luminous 
transmittance test references this paragraph. The agency seeks comment 
on the appropriateness of this change.
    The abrasion resistance wheel described in paragraph S6.5, is the 
same as the wheel specified in ISO Standard 3537, Road vehicles--Safety 
glazing materials--Mechanical tests, March 1999. The agency is 
considering removing the description of the abrasion resistance wheel 
in paragraph S6.5 and simply incorporating the description of the wheel 
in ISO 3537 by reference. They agency seeks comment on the 
appropriateness of this change.
    The agency has made several changes to the fire resistance test 
specified in paragraph S6.13 of the agency proposal (paragraph 6.14 of 
GTR No. 6) to remove specifications for equipment that the agency 
believes does not impact the results of the test. The agency has 
removed the specifications for the drip pan and support stand for the 
combustion chamber specified in paragraph 6.14.1.1.5 of GTR No. 6. The 
agency has removed the specification for the metal comb in paragraph 
6.14.1.5 of GTR No. 6 because the agency does not believe that this 
piece of equipment is necessary for testing glazing's resistance to 
fire. The agency has also removed the specification for a stop watch 
because we do not believe that it is necessary to describe this piece 
of equipment on the regulatory text.
    The agency had also modified the test procedure contained in the 
agency proposal to remove steps in the procedure that we did not 
believe were needed to test the properties of the glazing to which the 
fire resistance test would be applied. The agency proposal does not 
include the conditioning specification contained in GTR No. 6 paragraph 
6.14.2.1 because a conditioning period ranging from 24 hours to 7 days 
did not seem necessary to test glazing's resistance to flammability.
    The agency proposal does not include paragraph 6.14.2.2 of GTR No. 
6 because glazing possess a smooth face and the agency does not believe 
that it is necessary to condition glazing to remove napping or tufting.
    The agency seeks comment on its decision to remove these paragraphs 
of the GTR from the agency's proposal. The agency solicits comment on 
whether additional paragraphs should be removed from S6.13 or any of 
the other test requirements contained in the proposal.

VI. Proposed Compliance Date

    NHTSA proposes a compliance date of one year after publication of a 
final rule for the changes proposed in this NPRM. The agency believes 
that one year is a sufficient timeframe for manufacturers of automotive 
safety glazing to begin complying with the amended requirements. 
Substantial similarities between the provisions of the proposed rule 
and the current standard should enable glazing manufacturers to readily 
comply with the proposed rule's requirements. Comments are requested on 
the compliance date and on whether optional early compliance should be 
permitted.

VII. Regulatory Notices and Analyses

Executive Order (E.O.) 12866 (Regulatory Planning and Review), E.O. 
13563, and DOT Regulatory Policies and Procedures

    The agency has considered the impact of this rulemaking action 
under E.O. 12866, E.O. 13563, and the Department of Transportation's 
regulatory policies and procedures. This rulemaking was not reviewed by 
the Office of Management and Budget under E.O. 12866, ``Regulatory 
Planning and Review.'' The rulemaking action has also been determined 
to be not significant under the Department's regulatory policies and 
procedures. (44 FR 11034; February 26, 1979).
    Today's NPRM proposes to harmonize FMVSS No. 205 with glazing 
requirements of other industrialized countries, by modernizing the test 
procedures for tempered glass, laminated glass, and glass-plastic 
glazing used in front and rear windshields and side windows. Most of 
the changes in this proposal would be minor amendments that harmonize 
differing measurements and performance requirements for similar test 
procedures. Many of the tests in the GTR are substantially similar to 
tests currently included in FMVSS No. 205. We believe that the most 
significant proposals in the GTR include an improved fragmentation test 
designed to test the tempering of curved tempered glass, and a new 
procedure for testing optical properties of the windshield at the angle 
of installation to better reflect real world driving conditions.
    The agency concludes that the impacts of the proposed changes are 
so minimal that preparation of a full regulatory evaluation is not 
required. The testing costs for the GTR are expected to be similar to 
the testing costs for ECE Regulation 43, Safety Glazing Materials. The 
cost of testing a windshield (laminated glass) to ANSI Z26.1 is 
estimated to be between $800 and $1,000 and the cost of testing a 
windshield to ECE Regulation 43 is estimated to be around $2,500. The 
testing cost for side windows (tempered glass) is estimated to be $400 
more for ECE Regulation 43 than for ANSI Z26.1. Those manufacturers 
only testing to ANSI Z26.1 would experience increased testing costs of 
between $1,900 and $2,100. Those manufacturers currently testing to 
both standards would experience a net savings. Because we do not know 
how many manufacturers are testing to multiple glazing standards, we 
cannot directly estimate the overall economic impact of the proposal. 
However, we do not believe that the economic impacts of this proposal 
would be greater than $0.009 to $0.01 per vehicle for a new make and 
model based on the possible increase in testing costs of $1,900 to 
$2,100 divided by an average vehicle design lifetime sales of 210,000.
    With regard to benefits, the agency cannot quantify the safety 
benefits resulting from this rulemaking. However, the agency 
anticipates that, by formally harmonizing standards with other 
countries, this proposal would reduce compliance costs worldwide 
because manufacturers will not have to certify compliance to as many 
different tests for different markets. In addition, formal 
harmonization also improves safety by assisting us in adopting best 
safety practices from around the world and, identifying and reducing 
unwarranted regulatory requirements. The harmonization process also 
allows manufacturers to focus their compliance and safety resources on 
glazing regulations whose differences

[[Page 37490]]

government experts have worked to converge as narrowly as possible. 
Compliance with a single standard will enhance design flexibility and 
allow manufacturers to design vehicles that better meet safety 
standards, resulting in safer vehicles.

National Environmental Policy Act

    We have reviewed this proposal for the purposes of the National 
Environmental Policy Act and determined that it would not have a 
significant impact on the quality of the human environment.

Regulatory Flexibility Act

    Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq., 
as amended by the Small Business Regulatory Enforcement Fairness Act 
(SBREFA) of 1996), whenever an agency is required to publish a notice 
of rulemaking for any proposed or final rule, it must prepare and make 
available for public comment a regulatory flexibility analysis that 
describes the effect of the rule on small entities (i.e., small 
businesses, small organizations, and small governmental jurisdictions). 
The Small Business Administration's regulations at 13 CFR part 121 
define a small business, in part, as a business entity ``which operates 
primarily within the United States.'' 13 CFR 121.105(a). No regulatory 
flexibility analysis is required if the head of an agency certifies the 
rule will not have a significant economic impact on a substantial 
number of small entities.
    NHTSA has considered the effects of this NPRM under the Regulatory 
Flexibility Act. Since this proposal is not anticipated to have a 
significant economic impact on any entities, I certify that this NPRM 
will not have a significant economic impact on a substantial number of 
small entities. Today's NPRM proposes to harmonize FMVSS No. 205 with 
glazing requirements of other industrialized countries, by modernizing 
the test procedures for tempered glass, laminated glass, and glass-
plastic glazing used in front and rear windshields and side windows. 
Most of the changes in this proposal would be minor amendments that 
would harmonize differing measurements and performance requirements for 
similar test procedures. Many of the tests in the GTR are substantially 
similar to tests currently included in FMVSS No. 205. The agency 
anticipates a minimal cost difference between our current requirements 
and the cost of compliance to the standard proposed in this NPRM.
    The agency anticipates that this proposal would reduce compliance 
costs because manufacturers will not have to certify compliance to as 
many different tests for different markets.
    Small organizations and small government units would not be 
significantly affected since this proposed action would not affect the 
price of glazing or motor vehicles.

Executive Order 13132 (Federalism)

    NHTSA has examined today's proposed rule pursuant to Executive 
Order 13132 (64 FR 43255, August 10, 1999) and concluded that no 
additional consultation with States, local governments or their 
representatives is mandated beyond the rulemaking process. The agency 
has concluded that the rulemaking would not have sufficient federalism 
implications to warrant consultation with State and local officials or 
the preparation of a federalism summary impact statement. The proposed 
rule would not have ``substantial direct effects on the States, on the 
relationship between the national government and the States, or on the 
distribution of power and responsibilities among the various levels of 
government.''
    NHTSA rules can preempt in two ways. First, the National Traffic 
and Motor Vehicle Safety Act contains an express preemption provision: 
When a motor vehicle safety standard is in effect under this chapter, a 
State or a political subdivision of a State may prescribe or continue 
in effect a standard applicable to the same aspect of performance of a 
motor vehicle or motor vehicle equipment only if the standard is 
identical to the standard prescribed under this chapter. 49 U.S.C. 
30103(b)(1). It is this statutory command by Congress that preempts any 
non-identical State legislative and administrative law addressing the 
same aspect of performance.
    The express preemption provision described above is subject to a 
savings clause under which ``[c]ompliance with a motor vehicle safety 
standard prescribed under this chapter does not exempt a person from 
liability at common law.'' 49 U.S.C. 30103(e) Pursuant to this 
provision, State common law tort causes of action against motor vehicle 
manufacturers that might otherwise be preempted by the express 
preemption provision are generally preserved. However, the Supreme 
Court has recognized the possibility, in some instances, of implied 
preemption of such State common law tort causes of action by virtue of 
NHTSA's rules, even if not expressly preempted. This second way that 
NHTSA rules can preempt is dependent upon there being an actual 
conflict between an FMVSS and the higher standard that would 
effectively be imposed on motor vehicle manufacturers if someone 
obtained a State common law tort judgment against the manufacturer, 
notwithstanding the manufacturer's compliance with the NHTSA standard. 
Because most NHTSA standards established by an FMVSS are minimum 
standards, a State common law tort cause of action that seeks to impose 
a higher standard on motor vehicle manufacturers will generally not be 
preempted. However, if and when such a conflict does exist--for 
example, when the standard at issue is both a minimum and a maximum 
standard--the State common law tort cause of action is impliedly 
preempted. See Geier v. American Honda Motor Co., 529 U.S. 861 (2000).
    Pursuant to Executive Order 13132 and 12988, NHTSA has considered 
whether this proposed rule could or should preempt State common law 
causes of action. The agency's ability to announce its conclusion 
regarding the preemptive effect of one of its rules reduces the 
likelihood that preemption will be an issue in any subsequent tort 
litigation.
    To this end, the agency has examined the nature (e.g., the language 
and structure of the regulatory text) and objectives of today's 
proposed rule and finds that this proposed rule, like many NHTSA rules, 
would prescribe only a minimum safety standard. As such, NHTSA does not 
intend that this proposed rule would preempt state tort law that would 
effectively impose a higher standard on motor vehicle manufacturers 
than that established by today's proposed rule. Establishment of a 
higher standard by means of State tort law would not conflict with the 
minimum standard proposed here. Without any conflict, there could not 
be any implied preemption of a State common law tort cause of action.

Executive Order 12988 (Civil Justice Reform)

    With respect to the review of the promulgation of a new regulation, 
section 3(b) of Executive Order 12988, ``Civil Justice Reform'' (61 FR 
4729; Feb. 7, 1996), requires that Executive agencies make every 
reasonable effort to ensure that the regulation: (1) Clearly specifies 
the preemptive effect; (2) clearly specifies the effect on existing 
Federal law or regulation; (3) provides a clear legal standard for 
affected conduct, while promoting simplification and burden reduction; 
(4) clearly specifies the retroactive effect, if any; (5) specifies 
whether administrative proceedings are to be required before

[[Page 37491]]

parties file suit in court; (6) adequately defines key terms; and (7) 
addresses other important issues affecting clarity and general 
draftsmanship under any guidelines issued by the Attorney General. This 
document is consistent with that requirement.
    Pursuant to this Order, NHTSA notes as follows. The issue of 
preemption is discussed above. NHTSA notes further that there is no 
requirement that individuals submit a petition for reconsideration or 
pursue other administrative proceedings before they may file suit in 
court.

Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA) 
requires federal agencies to prepare a written assessment of the costs, 
benefits, and other effects of proposed or final rules that include a 
Federal mandate likely to result in the expenditure by State, local, or 
tribal governments, in the aggregate, or by the private sector, of more 
than $100 million annually (adjusted for inflation with base year of 
1995). Adjusting this amount by the implicit gross domestic product 
price deflator for 2010 results in $136 million (110.659/81.536 = 
1.36). This NPRM will not result in any expenditure by State, local, or 
tribal governments or the private sector. Thus, this NPRM is not 
subject to the requirements of sections 202 and 205 of the UMRA.

Paperwork Reduction Act

    Under the Paperwork Reduction Act of 1995, a person is not required 
to respond to a collection of information by a Federal agency unless 
the collection displays a valid OMB control number. There is not any 
information collection requirement associated with this NPRM. We do not 
anticipate any significant changes in current labeling and 
certification requirements for glazing manufacturers.

Executive Order 13045

    Executive Order 13045 \33\ applies to any rule that: (1) Is 
determined to be economically significant as defined under E.O. 12866, 
and (2) concerns an environmental, health or safety risk that NHTSA has 
reason to believe may have a disproportionate effect on children. If 
the regulatory action meets both criteria, we must evaluate the 
environmental health or safety effects of the proposed rule on 
children, and explain why the proposed regulation is preferable to 
other potentially effective and reasonably feasible alternatives 
considered by us.
---------------------------------------------------------------------------

    \33\ 62 FR 19885 (Apr. 23, 1997).
---------------------------------------------------------------------------

    This proposed rule does not pose such a risk for children. The 
primary effects of this proposal are to update the requirements 
applicable to automotive glazing.

National Technology Transfer and Advancement Act

    Section 12(d) of the National Technology Transfer and Advancement 
Act (NTTAA) requires NHTSA to evaluate and use existing voluntary 
consensus standards in its regulatory activities unless doing so would 
be inconsistent with applicable law (e.g., the statutory provisions 
regarding NHTSA's vehicle safety authority) or otherwise impractical.
    Voluntary consensus standards are technical standards developed or 
adopted by voluntary consensus standards bodies. Technical standards 
are defined by the NTTAA as ``performance-based or design-specific 
technical specification and related management systems practices.'' 
They pertain to ``products and processes, such as size, strength, or 
technical performance of a product, process or material.''
    Examples of organizations generally regarded as voluntary consensus 
standards bodies include the American Society for Testing and Materials 
(ASTM), the Society of Automotive Engineers (SAE), and the American 
National Standards Institute (ANSI). If NHTSA does not use available 
and potentially applicable voluntary consensus standards, we are 
required by the Act to provide Congress, through OMB, an explanation of 
the reasons for not using such standards.
    In this proposal to adopt the glazing GTR, the agency is working to 
adopt a global consensus standard. While the proposed rule would 
decrease the standard's reliance on the currently referenced voluntary 
consensus standard ANSI Z26.1, we believe that our proposal to adopt 
the glazing GTR also satisfies the requirements of NTTAA. The GTR was 
developed by a global regulatory body and is designed to increase 
global harmonization of differing vehicle standards. Thus, we believe 
this NPRM satisfies NTTAA's command that agencies consider voluntary 
consensus standards in regulations.

Executive Order 13211

    Executive Order 13211 \34\ applies to any rule that: (1) is 
determined to be economically significant as defined under E.O. 12866, 
and is likely to have a significant adverse effect on the supply, 
distribution, or use of energy; or (2) that is designated by the 
Administrator of the Office of Information and Regulatory Affairs as a 
significant energy action. If the regulatory action meets either 
criterion, we must evaluate the adverse energy effects of the proposed 
rule and explain why the proposed regulation is preferable to other 
potentially effective and reasonably feasible alternatives considered 
by NHTSA.
---------------------------------------------------------------------------

    \34\ 66 FR 28355 (May 18, 2001).
---------------------------------------------------------------------------

    The proposed rule seeks to harmonize the requirements of automotive 
safety glazing with those of other industrialized countries. The 
proposed rule will not affect the energy efficiency of motor vehicles 
is a negative manner. Therefore, this proposed rule will not have any 
adverse energy effects. Accordingly, this proposed rulemaking action is 
not designated as a significant energy action.

Regulation Identifier Number (RIN)

    The Department of Transportation assigns a regulation identifier 
number (RIN) to each regulatory action listed in the Unified Agenda of 
Federal Regulations. The Regulatory Information Service Center 
publishes the Unified Agenda in April and October of each year. You may 
use the RIN contained in the heading at the beginning of this document 
to find this action in the Unified Agenda.

Plain Language

    Executive Order 12866 requires each agency to write all rules in 
plain language. Application of the principles of plain language 
includes consideration of the following questions:
     Have we organized the material to suit the public's needs?
     Are the requirements in the rule clearly stated?
     Does the rule contain technical language or jargon that 
isn't clear?
     Would a different format (grouping and order of sections, 
use of headings, paragraphing) make the rule easier to understand?
     Would more (but shorter) sections be better?
     Could we improve clarity by adding tables, lists, or 
diagrams?
     What else could we do to make the rule easier to 
understand?
    If you have any responses to these questions, please include them 
in your comments on this proposal.

Privacy Act

    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the

[[Page 37492]]

name of the individual submitting the comment (or signing the comment, 
if submitted on behalf of an organization, business, labor union, 
etc.). You may review DOT's complete Privacy Act statement in the 
Federal Register published on April 11, 2000 (Volume 65, Number 70; 
Pages 19477-78) or you may visit http://www.dot.gov/privacy.html.

VIII. Public Participation

How do I prepare and submit comments?

    Your comments must be written and in English. To ensure that your 
comments are correctly filed in the Docket, please include the docket 
number of this document in your comments. Your comments must not be 
more than 15 pages long.\35\ We established this limit to encourage you 
to write your primary comments in a concise fashion. However, you may 
attach necessary additional documents to your comments. There is no 
limit on the length of the attachments.
---------------------------------------------------------------------------

    \35\ See 49 CFR 553.21.
---------------------------------------------------------------------------

    Please submit your comments by any of the following methods:
     Federal eRulemaking Portal: go to http://www.regulations.gov. Follow the instructions for submitting comments on 
the electronic docket site by clicking on ``Help'' or ``FAQ.''
     Mail: Docket Management Facility, M-30, U.S. Department of 
Transportation, West Building, Ground Floor, Rm. W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery or Courier: West Building Ground Floor, Room 
W12-140, 1200 New Jersey Avenue SE., between 9 a.m. and 5 p.m. Eastern 
Time, Monday through Friday, except Federal holidays.
     Fax: (202) 493-2251.
    If you are submitting comments electronically as a PDF (Adobe) 
file, we ask that the documents submitted be scanned using Optical 
Character Recognition (OCR) process, thus allowing the agency to search 
and copy certain portions of your submissions.\36\
---------------------------------------------------------------------------

    \36\ Optical character recognition (OCR) is the process of 
converting an image of text, such as a scanned paper document or 
electronic fax file, into computer-editable text.
---------------------------------------------------------------------------

    Please note that pursuant to the Data Quality Act, in order for 
substantive data to be relied upon and used by the agency, it must meet 
the information quality standards set forth in the OMB and DOT Data 
Quality Act guidelines. Accordingly, we encourage you to consult the 
guidelines in preparing your comments. OMB's guidelines may be accessed 
at http://www.whitehouse.gov/omb/fedreg/reproducible.html. DOT's 
guidelines may be accessed at http://dmses.dot.gov/submit/DataQualityGuidelines.pdf.

How can I be sure that my comments were received?

    If you submit your comments by mail and wish Docket Management to 
notify you upon its receipt of your comments, enclose a self-addressed, 
stamped postcard in the envelope containing your comments. Upon 
receiving your comments, Docket Management will return the postcard by 
mail.

How do I submit confidential business information?

    If you wish to submit any information under a claim of 
confidentiality, you should submit three copies of your complete 
submission, including the information you claim to be confidential 
business information, to the Chief Counsel, NHTSA, at the address given 
above under FOR FURTHER INFORMATION CONTACT. When you send a comment 
containing information claimed to be confidential business information, 
you should include a cover letter setting forth the information 
specified in our confidential business information regulation.\37\
---------------------------------------------------------------------------

    \37\ See 49 CFR part 512.
---------------------------------------------------------------------------

    In addition, you should submit a copy, from which you have deleted 
the claimed confidential business information, to the Docket by one of 
the methods set forth above.

Will the agency consider late comments?

    We will consider all comments received before the close of business 
on the comment closing date indicated above under DATES. To the extent 
possible, we will also consider comments received after that date. 
Therefore, if interested persons believe that any new information the 
agency places in the docket affects their comments, they may submit 
comments after the closing date concerning how the agency should 
consider that information for the final rule.
    If a comment is received too late for us to consider in developing 
a final rule (assuming that one is issued), we will consider that 
comment as an informal suggestion for future rulemaking action.

How can I read the comments submitted by other people?

    You may read the materials placed in the docket for this document 
(e.g., the comments submitted in response to this document by other 
interested persons) at any time by going to http://www.regulations.gov. 
Follow the online instructions for accessing the dockets. You may also 
read the materials at the Docket Management Facility by going to the 
street address given above under ADDRESSES. The Docket Management 
Facility is open between 9 a.m. and 5 p.m. Eastern Time, Monday through 
Friday, except Federal holidays.

List of Subjects in 49 CFR Part 571

    Imports, Incorporation by reference, Motor vehicle safety, Motor 
vehicles, Rubber and rubber products, and Tires.

    In consideration of the foregoing, we propose to amend 49 CFR part 
571 to read 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, 20111, 30115, 30166 and 30177; 
delegation of authority at 49 CFR 1.50.

    2. Section 571.5 is amended by adding paragraphs (h)(2)(n), (n)(1) 
through (n)(4), to read as follows:


Sec.  571.5  Matter incorporated by reference.

* * * * *
    (h) * * *
    (2) CIE S010/E:2004, Photometry--The CIE System of Physical 
Photometry, into Sec.  571.205.
* * * * *
    (n) International Organization for Standardization (ISO), 1, ch. de 
la Voie-Creuse, Case postale 56, CH-1211 Geneva 20, Switzerland. 
Telephone +41 22 749 01 11. Web site: http://www.iso.org/iso/home.htm.
    (1) ISO Standard 6549, Road Vehicles--Procedure for H- and R-point 
determination, December 16, 1999, into Sec.  571.205.
    (2) ISO Standard 4130 Road Vehicles--Three-dimensional reference 
system and fiducial marks, August 1, 1978, into Sec.  571.205.
    (3) ISO Standard 2768-1: 1989, General Tolerances--Part 1: 
Tolerances for linear and angular dimensions without individual 
tolerance indications, into Sec.  571.205.
    (4) ISO Standard 2768-2: 1989, General Tolerances--Part 2: 
Geometrical tolerances for features without individual tolerance 
indications, into Sec.  571.205.
* * * * *
    3. Section 571.205 is revised to read as follows:


Sec.  571.205  Standard No. 205; Glazing materials.

    S1. Scope. This standard specifies requirements for glazing 
materials for

[[Page 37493]]

use in motor vehicles and motor vehicles equipment.
    S2. Purpose. The purpose of this standard is to reduce injuries 
resulting from impact to glazing surfaces, to ensure a necessary degree 
of transparency in motor vehicle windows for driver visibility, and to 
minimize the possibility of occupants being thrown through the vehicle 
windows in collisions.
    S3. Application This standard applies to passenger cars, 
multipurpose passenger vehicles, trucks, buses, motorcycles, slide-in 
campers, pickup covers designed to carry persons while in motion, to 
low speed vehicles, and to glazing materials for use in those vehicles.
    S4. Definitions. Whenever this standard requires compliance with 
ANSI/SAE Z26.1-1996 (incorporated by reference, see Sec.  571.5), the 
definitions used in that standard shall apply unless directly provided 
for otherwise in this Standard No. 205. Other than that exception, the 
following terms are defined:
    Bullet resistant glazing means glazing constructed so as to be 
resistant to firearms.
    Bullet resistant shield means a shield or barrier that is installed 
completely inside a motor vehicle behind and separate from glazing 
materials that independently comply with the requirements of this 
standard.
    Camper means a structure designed to be mounted in the cargo area 
of a truck, or attached to an incomplete vehicle with motive power, for 
the purpose of providing shelter for persons.
    Design glass outline means the design maximum unobstructed vehicle 
aperture designated to be glazed, before the glazing is installed or 
mounted, including all trims, but excluding obscuration bands.
    Double-glazed unit means an assembly of two panes permanently 
assembled in manufacture and separated by a gap.
    Symmetrical double-glazed unit means a double-glazed unit where the 
two component panes are identical (e.g., both tempered glass).
    Asymmetrical double-glazed unit means a double-glazed unit where 
the two component panes are not identical (e.g., one is tempered glass 
and the other is laminated glass).
    Design seat-back angle means the angle between the vertical line 
through the R point, as determined by ISO Standard 6549, Road 
Vehicles--Procedure for H- and R-point determination, December 16, 
1999, (incorporated by reference, see Sec.  571.5), and the torso line 
defined by the vehicle manufacturer.
    Double window means an assembly of two individual panes separately 
installed within the same opening in the vehicle.
    Eye-Point means the ``O'' Point.
    Glass-plastics means glazing consisting of any glazing material 
which comprises one layer of glass and one or more layers of plastic in 
which a plastic surface of the product faces the inner side.
    Glazing faced with plastics means either tempered-glass or 
laminated-glass with a layer of plastic on the inner side.
    Glazing requisite for the driver's forward field of vision means 
all the glazing forward of a plane passing through the driver's ``R'' 
point, as determined by ISO Standard 6549, Road Vehicles--Procedure for 
H- and R-point determination, December 16, 1999, (incorporated by 
reference, see Sec.  571.5), and perpendicular to the longitudinal 
median plane of the vehicle, through which the driver can view the road 
when driving or maneuvering the vehicle.
    Glazing requisite for the driver's rearward field of vision means 
all glazing rearward of a plane passing through the driver's ``R'' 
point, as determined by ISO Standard 6549, Road Vehicles--Procedure for 
H- and R-point determination, December 16, 1999, (incorporated by 
reference, see Sec.  571.5), and perpendicular to the longitudinal 
median plane of the vehicle, through which the driver can view the road 
when driving or maneuvering the vehicle.
    ``H'' Point means the pivot center of the torso and thigh of the 3 
DH machine installed in the vehicle seat. The 3 DH machine corresponds 
to that described in ISO Standard 6549, Road Vehicles--Procedure for H- 
and R-point determination, December 16, 1999, (incorporated by 
reference, see Sec.  571.5) (The coordinates of the H point are 
determined in relation to the fiducial marks defined by the vehicle 
manufacturer, according to the three-dimensional system corresponding 
to ISO Standard 4130, Road Vehicles--Three-dimensional reference system 
and fiducial marks, August 1, 1978, (incorporated by reference, see 
Sec.  571.5)).
    Height of segment ``h'' means the maximum distance, measured at 
right angles to the glazing, separating the inner surface of the 
glazing from a plane passing through the ends of the glazing. (See 
section 6.16, Figure 24.)
    Inclination angle of a windshield means the angle included between 
a vertical line and a straight line passing through the top and bottom 
edges of the inner side of the windshield, when both lines are 
contained in the vertical plane through the longitudinal axis of the 
vehicle.
    Inner side means the side of glazing which is facing towards the 
passenger compartment when the material is mounted in the vehicle.
    Interlayer means any material designed to be used to hold together 
the component layers of laminated-glass.
    Laminated-glass means glazing consisting of two or more layers of 
glass held together by one or more inter-layers of plastic material.
    Nominal thickness means the manufacturer's design thickness with a 
tolerance of  (n x 0.2 mm) where n equals the number of 
glass layers in the glazing.
    ``O'' Point means the point located 625 millimeters (mm) above the 
``R'' Point of the driver's seat in the vertical plane parallel to the 
longitudinal median plane of the vehicle for which the windshield is 
intended, passing through the axis of the steering wheel.
    Opaque obscuration means any area of the glazing preventing light 
transmission, including any screen-printed area, whether solid or dot-
printed, but excluding any shade band.
    Optical deviation means the angle between the true and the apparent 
direction of a point viewed through the windshield, the magnitude of 
the angle being a function of the angle of incidence of the line of 
sight, the thickness and inclination of the windshield, and the radius 
of curvature ``r'' at the point of incidence.
    Optical distortion means an optical defect in a windshield that 
changes the appearance of an object viewed through the windshield.
    Outer side means the side of glazing which is facing away from the 
passenger compartment when the material is mounted in the vehicle.
    Pane means any single piece of glazing other than a windshield.
    Curved pane means a pane with a height of segment ``h'' greater 
than 10 millimeters (mm) per linear meter.
    Flat pane means a pane with a height of segment equal to or less 
than 10 mm per linear meter.
    Pickup cover means a camper having a roof and sides but without a 
floor, designed to be mounted on and removable from the cargo area of a 
truck by the user.
    Prime glazing manufacturer means a manufacturer that fabricates, 
laminates, or tempers glazing materials.
    ``R'' Point means the seating reference point.
    Radius of curvature ``r'' means the smallest radius of arc of the 
glazing as measured in the most curved area.

[[Page 37494]]

    Regular light transmittance means light transmittance measured 
perpendicularly to the glazing.
    Sample means a specially prepared piece of glazing representative 
of a finished product or a piece cut from a finished product.
    Seating reference point means the position of the H-point with the 
driver's seat in the design driving position as defined by the vehicle 
manufacturer.
    Secondary image means a spurious or ghost image, in addition to the 
bright primary image, usually seen at night when the object being 
viewed is very bright in relation to its surroundings, for example, the 
headlights of an approaching vehicle.
    Secondary image separation means the angular distance between the 
position of the primary and secondary images.
    Shade band means any area of the glazing with a reduced light 
transmittance, excluding any opaque obscuration.
    Slide-in camper means a camper having a roof, floor, and sides, 
designed to be mounted on and removable from the cargo area of a truck 
by the user.
    Test piece means a sample or a finished product of glazing.
    Transparent area of the windshield means the glazing area contained 
within the design glass outline, excluding any allowed opaque 
obscuration (see paragraph S6.15.3.4.), but including any shade band.
    Uniformly tempered-glass means glazing consisting of a single layer 
of glass which has been subjected to special treatment to increase its 
mechanical strength and to condition its fragmentation after 
shattering.
    Windshield means the glazing in front of the driver through which 
the driver views the road ahead.
    S5 Requirements.
    S5.1 Glazing other than that composed of glass, laminated glass, or 
glass faced with plastic; glazing manufactured for installation in 
motorcycles, slide-in campers, and pickup covers designed to carry 
persons while in motion; bullet resistant glazing. The following 
glazing must conform to ANSI/SAE Z26.1-1996 (incorporated by reference, 
see Sec.  571.5). Such glazing must also conform to other applicable 
requirements in this S5.
    (a) Glazing other than that composed of glass, laminated glass, or 
glass faced with plastic;
    (b) All glazing manufactured for installation in motorcycles, 
slide-in campers, and pickup covers designed to carry persons while in 
motion; and
    (c) Bullet resistant glazing.
    S5.1.1 For glazing subject to S5.1, glazing for use in multipurpose 
passenger vehicles shall conform to the requirements for glazing for 
use in trucks as specified in ANSI/SAE Z26.1-1996 (incorporated by 
reference, see Sec.  571.5).
    S5.2 Glazing composed of glass, laminated glass, or glass faced 
with plastic manufactured for installation in passenger cars, 
multipurpose passenger vehicles, trucks and buses. Glazing composed of 
glass, laminated glass, or glass faced with plastic manufactured for 
installation in passenger cars, multipurpose passenger vehicles, trucks 
and buses, must meet the requirements of this S5.2. Such glazing must 
also conform to other applicable requirements in this S5.
    S5.2.1 Requirements applicable to all glazing composed of glass, 
laminated glass, or glass faced with plastic.
    S5.2.1.1 Light transmittance test
    S5.2.1.1.1 When tested in accordance with paragraph S6.10, the 
light transmittance of glazing requisite for the driver's forward field 
of vision shall not be less than 70 percent. Glazing in the windshield 
and in side windows forward of a vertical plane tangent to the rearmost 
point on the seat back when the seat is adjusted to its nominal upright 
driving position and with the seating reference point in the most 
rearward position, is requisite for the driver's forward field of 
vision.
    S5.2.1.1.2 For passenger cars, when tested in accordance with 
paragraph S6.10, the light transmittance of glazing requisite for the 
driver's rearward field of vision shall not be less than 70 percent. 
For trucks, buses, and multipurpose passenger vehicles, where other 
means are provided to afford rearward visibility of the roadway, 
glazing to the rear of the plane described in S5.2.1.1.1 is excluded 
from the light transmittance test.
    S5.2.1.1.3 For passenger cars, all glazing in portals in the 
passenger compartment is requisite for driving visibility, excluding 
roof portals.
    S5.2.1.1.4 Three test pieces shall be tested and each shall meet 
the requirements. The test pieces shall be as described in paragraph 
S6.10.3.
    S5.2.1.2 Test of resistance to abrasion
    S5.2.1.2.1 Except as provided in paragraph S5.2.1.2.2, when tested 
in accordance with paragraph S6.5 for 1,000 cycles, light scatter shall 
not exceed 2 percent.
    S5.2.1.2.2 For glazing faced with plastic, when tested on the inner 
side in accordance with paragraph S6.5 for 100 cycles, light scatter 
shall not exceed 4 percent.
    S5.2.1.2.3 Three test pieces shall be tested and each shall meet 
the requirements. The test pieces shall be as described in paragraph 
S6.5.3.
    S5.2.2 Additional requirements applicable to all glazing faced with 
plastic.
    S5.2.2.1 Test of resistance to temperature changes. When tested in 
accordance with paragraph S6.9, the test pieces shall not show any 
evidence of cracking, clouding, separation of layers or apparent 
deterioration. Two test pieces shall be tested and each shall meet the 
requirements. The test pieces shall be as described in paragraph 
S6.9.2.
    S5.2.2.2 Test of resistance to fire. When tested in accordance with 
paragraph S6.13, the rate of burning shall not exceed 90 millimeters 
per minute (mm/min). Five test pieces shall be tested and each shall 
meet the requirements. The test pieces shall be as described in 
paragraph S6.13.3.
    S5.2.2.3 Test of resistance to chemicals. When tested in accordance 
with paragraph S6.14, the test piece shall not exhibit any softening, 
tackiness, crazing, or apparent loss of transparency. Four test pieces 
per chemical shall be tested and at least three shall meet the 
requirements. The test pieces shall be as described in paragraph 
S6.14.3
    S5.2.3 Additional requirements applicable to all laminated glass 
and all glazing faced with plastics.
    S5.2.3.1 Test of resistance to radiation. When tested in accordance 
with paragraph S6.7, the total light transmittance when measured 
pursuant to paragraph S6.10, shall not fall below 95 percent of the 
original value before irradiation and for glazing required to have a 
minimum light transmittance of 70 percent, shall not fall below 70 
percent. Three test pieces shall be tested and each shall meet the 
requirements. The test pieces shall be as described in paragraph 
S6.7.3.
    S5.2.3.2 Test of resistance to high temperature. When tested in 
accordance with paragraph S6.6, no significant change, e.g., whitening, 
bubbles, or delamination, excepting surface cracks, shall form more 
than 15 millimeters (mm) (.059 inch (in)) from an uncut edge or 25 mm 
(0.98 in) from a cut edge of the test piece or sample or more than 10 
mm (0.39 in) away from any cracks which may occur during the test. 
Three test pieces shall be tested and each shall meet the requirements. 
The test pieces shall be as described in paragraph S6.6.2.
    S5.2.3.3 Test of resistance to humidity. When tested in accordance 
with paragraph S6.8, at the time specified in paragraph S6.8.1.4 or 
S6.8.1.5, as appropriate, no significant

[[Page 37495]]

change, e.g., whitening, bubbles, or delamination, excepting surface 
cracks, shall be observed more than 10 mm (0.39 in) from the uncut 
edges and more than 15 mm (.059 in) from the cut edges. Three test 
pieces shall be tested and each shall meet the requirements. The test 
pieces shall be as described in paragraph S6.8.2.
    S5.2.4. Additional requirements applicable to windshields
    S5.2.4.1 Optical distortion test. When tested in accordance with 
paragraph S6.11, optical distortion shall not exceed the values given 
below for each zone or test area.

                            Table to S5.2.4.1
------------------------------------------------------------------------
                                                      Maximum values of
        Vehicle type            Zone or test area    optical  distortion
------------------------------------------------------------------------
Passenger cars, multipurpose  Zone A--extended      2' of arc.
 passenger vehicles, and       according to         6' of arc.
 buses and trucks 4,536        paragraph
 kilograms (kg) (10,000        S6.15.3.2.2..
 pounds (lb)) GVWR and less.  Zone B--reduced
                               according to
                               paragraph
                               S6.15.3.2.4..
Buses and trucks over 4,536   Zone I--according to  2' of arc.
 kg (10,000 lb) GVWR.          paragraph
                               S6.15.3.3.2..
------------------------------------------------------------------------

    S5.2.4.1.1 No measurements shall be made in a peripheral area 25 mm 
(0.98 in) inboard of the design glass outline and of any opaque 
obscuration, provided that it does not impinge into the extended zone A 
or zone I.
    S5.2.4.1.2 In the case of split windshields, no measurements shall 
be made in a strip 35 mm (1.38 in) from the edge of the windshield 
which is adjacent to the dividing pillar.
    S5.2.4.1.3 A maximum value of 6' of arc is permitted for all 
portions of Zone I or Zone A in a peripheral area 100 mm (3.94 in) 
inboard of the design glass outline.
    S5.2.4.1.4 Four windshields shall be tested and each shall meet the 
requirements.
    S5.2.4.2 Secondary image separation test. When tested in accordance 
with paragraph S6.12, separation of the primary and secondary image 
shall not exceed the values given below for each zone or test area.

                            Table to S5.2.4.2
------------------------------------------------------------------------
                                                      Maximum values of
                                                      the separation of
        Vehicle type            Zone or test area      the primary and
                                                      secondary images
------------------------------------------------------------------------
Passenger cars, multipurpose  Zone A--extended      15' of arc.
 passenger vehicles, and       according to
 buses and trucks 4,536 kg     paragraph
 (10,000 lb) GVWR and less.    S6.15.3.2.2..
                              Zone B--reduced       25' of arc.
                               according to
                               paragraph
                               S6.15.3.2.4..
Buses and trucks over 4,536   Zone I--according to  15' of arc.
 kg (10,000 lb) GVWR.          paragraph
                               S6.15.3.3.2..
------------------------------------------------------------------------

    S5.2.4.2.1 No measurements shall be made in a peripheral area 25 mm 
(0.98 in) inboard of the design glass outline and of any opaque 
obscuration, provided that it does not impinge into the extended zone A 
or zone I.
    S5.2.4.2.2 In the case of split windshields, no measurements shall 
be made in a strip 35 mm (1.38 in) from the edge of the glass pane 
which is to be adjacent to the dividing pillar.
    S5.2.4.2.3 A maximum value of 25 degrees of arc is permitted for 
all portions of zone I or zone A in a peripheral area 100 mm (3.94 in) 
inboard of the design glass outline.
    S5.2.4.2.4 Four windshields shall be tested and each shall meet the 
requirements.
    S5.2.4.3 2,260 gram (g) (5 lb) ball test. When tested in accordance 
with paragraph S6.4, at the drop height of 4 meters (m) (-0 + 25 mm), 
(12.12 feet (ft) - 0 + 0.98 in) the ball shall not pass through the 
glazing within five seconds after the moment of impact. Twelve test 
pieces shall be tested and at least eleven shall meet the requirements. 
The test pieces shall be as described in paragraph S6.4.4.
    S5.2.4.4 227 g (8 ounce (oz)) ball test. When tested in accordance 
with paragraph S6.3, at the temperature and drop height specified in 
paragraph S6.3.3.4, the test piece shall meet the following 
requirements:
    S5.2.4.4.1 The ball does not pass through the test piece.
    S5.2.4.4.2 The test piece does not break into separate pieces.
    S5.2.4.4.3 Tears in the interlayer are allowed provided that the 
ball does not pass through the test piece.
    S5.2.4.4.4 If the interlayer is not torn, the mass of fragments 
detached from the side of the glass opposite to the point of impact 
shall not exceed the applicable values specified in paragraph S6.3.3.4.
    S5.2.4.4.5 Ten test pieces shall be tested at each of the specified 
temperatures and at least eight of each ten shall meet the 
requirements. The test pieces shall be as described in paragraph 
S6.3.4.
    S5.2.5 Additional requirements applicable to panes.
    S5.2.5.1 Requirements applicable only to uniformly-tempered glass 
panes.
    S5.2.5.1.1 Fragmentation test. When tested in accordance with 
paragraph S6.2, at the points specified in paragraph S6.2.2.2, 
uniformly-tempered glass shall fragment as follows:
    S5.2.5.1.1.1 The number of fragments in any 5 centimeter (cm) x 5 
cm (1.97 in x 1.97 in) square shall not be less than 40.
    S5.2.5.1.1.2 For the purposes of this requirement, a fragment 
extending across at least one side of a square shall count as half a 
fragment.
    S5.2.5.1.1.3 When a fragment extends beyond the excluded area only 
the part of the fragment falling outside of the area shall be assessed.
    S5.2.5.1.1.4 Fragments of an area exceeding 3 cm\2\ (1.18 in\2\) 
shall not be allowed except in the parts defined in paragraph S6.2.2.3.

[[Page 37496]]

    S5.2.5.1.1.5 No fragment longer than 100 mm (3.94 in) in length 
shall be allowed except in the areas defined in paragraph S6.2.2.3 
provided that the fragment ends do not converge to a point and if they 
extend to the edge of the pane they do not form an angle of more than 
45 degrees to the edge.
    S5.2.5.1.1.6 Four panes shall be tested from each point of impact 
and at least three shall meet the requirements.
    S5.2.5.1.2 227 g (8 oz) ball test. When tested in accordance with 
paragraph S6.3, at the drop height specified in paragraph S6.3.3.2, the 
test piece shall not break. Six test pieces shall be tested and at 
least five shall meet the requirements. The test pieces shall be as 
described in paragraph S6.3.4.
    S5.2.5.2 Requirements applicable only to laminated-glass and glass-
plastic panes.
    S5.2.5.2.1 227 g (8 oz) ball test. When tested in accordance with 
paragraph S6.3, at the drop height specified in paragraph S6.3.3.3, the 
test piece shall meet the following requirements:
    S5.2.5.2.1.1 The ball shall not pass through the test piece.
    S5.2.5.2.1.2 The laminate shall not break into separate pieces.
    S5.2.5.2.1.3 At the point immediately opposite the point if impact, 
small fragments of glass may leave the specimen, but the small area 
thus affected shall expose less than 645 mm\2\ (25.39 in\2\) of 
reinforcing or strengthening material, the surface of which shall 
always be well covered with tiny particles of tightly adhering glass. 
Total separation of glass from the reinforcing or strengthening 
material shall not exceed 1935 mm\2\ (71.18 in\2\) on either side. 
Spalling and small chips broken off the outer glass surface opposite 
the point of impact and adjacent to the area of impact is not to be 
considered a failure.
    S5.2.5.2.1.4 Eight test pieces shall be tested and at least six 
shall meet the requirements. The test pieces shall be as described in 
paragraph S6.3.4.
    S5.2.5.3 Requirements applicable only to double-glazed units. Each 
component pane forming the double-glazed unit shall be separately 
subjected to the requirements set out in paragraph S6, as appropriate 
for that type of glazing.
    S5.3 Low speed vehicles. Windshields of low speed vehicles must 
meet the ANSI/SAE Z26.1-1996 (incorporated by reference, see Sec.  
571.5), specifications for either AS-1 or AS-4 glazing.
    S5.4 Item 4A glazing. For glazing subject under this standard to 
ANSI/SAE Z26.1-1996 (incorporated by reference, see Sec.  571.5), Item 
4A glazing may be used in all area in which Item 4 safety glazing may 
be used, and also for side windows rearward of the ``C'' pillar, i.e., 
Item 4A glazing maybe used under Item 4a paragraph S(b) of ANSI/SAE 
Z26.1-1996 only in side windows rearward of the ``C'' pillar.
    S5.5 Edges. In vehicles except school buses, exposed edges shall be 
treated in accordance with SAE J673 ``Automotive Safety Glazing'' 
(incorporated by reference, see Sec.  571.5). In school buses, exposed 
edges shall be banded.
    S5.6 Certification and marking
    S5.6.1 A prime glazing material manufacturer must certify, in 
accordance with 49 U.S.C. 30115, each piece of glazing material to 
which this standard applies that is designed--
    S5.6.1.1 As a component of any specific motor vehicle or camper; or
    S5.6.1.2 To be cut into components for use in motor vehicles or 
items of motor vehicle equipment.
    S5.6.2 A prime glazing material manufacturer certifies its glazing 
by adding the symbol ``DOT'' and a manufacturer's code mark that NHTSA 
assigns to the manufacturer, in letters and numerals of the same size, 
to the marks required by:
    S5.6.2.1 Section 7 of ANSI/SAE Z26.1-1996 (incorporated by 
reference, see Sec.  571.5), for glazing other than that composed of 
glass, laminated glass, or glass faced with plastic, or
    S5.6.2.2 Section 5.6.4 below, for glazing composed of glass, 
laminated glass, or glass faced with plastic.
    S5.6.3 NHTSA will assign a code mark to a manufacturer after the 
manufacturer submits a written requires to the Office of Vehicle Safety 
Compliance, National Highway Traffic Safety Administration, 1200 New 
Jersey Avenue SE, Washington, DC 20590. The request must include the 
company name, address, and a statement from the manufacturer certifying 
its status as a prime glazing manufacturer as defined in S4.
    S5.6.4 Markings for glazing composed of glass, laminated glass, or 
glass faced with plastic
    S5.6.4.1 General requirements for markings.
    S5.6.4.1.1 All marking shall be clearly legible from at least one 
side of the glazing, indelible, and at least 1.78 mm (0.070 in) in 
height.
    S5.6.4.1.2 All glazing shall be marked with the manufacturer's 
distinctive designation or trademark.
    S5.6.4.1.3 Identification marks. Each piece of glazing shall bear 
the appropriate marks set out in this section.
    (a) ``I'' for uniformly-tempered glass.
    (b) ``II'' for laminated-glass.
    (c) ``III'' for glass-plastics.
    (d) ``IV'' for a double glazed unit.
    (e) Additional identification marks. Glazing materials, which in a 
single sheet of material are intentionally made with an area having a 
luminous transmittance of not less than 70 percent, adjoining an area 
that has less than 70 percent luminous transmittance, shall be 
permanently marked at the edge of the sheet to show the limits of the 
area that has a 70 percent luminous transmittance level. The marking 
shall be [darr]II or [uarr]III with the arrow indicating the area of 
the material that has a luminous transmittance of not less than 70 
percent.
    S5.7 Installation
    S5.7.1 Only safety glazing meeting the performance requirements 
applicable to windshields under paragraphs S5.2.1, S5.2.3, and S5.2.4 
may be used for installation in windshields of passenger cars, 
multipurpose passenger vehicles, trucks and buses.
    S5.7.2 Safety glazing composed of laminated glass meeting the 
requirements of this standard may be used anywhere in a passenger car, 
multipurpose passenger vehicle, truck or bus.
    S5.7.3 Safety glazing composed of tempered glass, and glass faced 
with plastic meeting the requirements of this standard may be used 
anywhere in a passenger car, multipurpose passenger vehicle, truck or 
bus, except in a windshield.
    S5.7.4 Safety glazing having 70 percent light transmission when 
tested in accordance with S6.10 must be used in all glazing area 
requisite for driving visibility.
    S5.7.5 Allowable locations for installations of safety glazing 
composed of all other materials and in other motor vehicle types shall 
follow ANSI/SAE Z26.1-1996 (incorporated by reference, see Sec.  
571.5).
    S5.8 Aftermarket replacement glazing. Glazing intended for 
aftermarket replacement is required to meet the requirements of this 
standard or the requirements of 49 CFR 571.205(a) applicable to the 
glazing being replaced.
    S6. Test Procedures for Assessing Conformance to S5.2
    S6.1 General test conditions. Unless specified otherwise, the test 
conditions shall be: temperature: 20  5 [deg]C, (68  9[emsp14][deg]F) atmospheric pressure: 860 to 1060 mbar, 
relative humidity: 60  20 percent.

[[Page 37497]]

    S6.2 Fragmentation test.
    S6.2.1 Apparatus. To obtain fragmentation, a spring-loaded center 
punch or a hammer of 75 g  5g, (2.65 oz  0.18 
oz) with a point having a radius of curvature of 0.2  0.05 
mm (0.008 in  0.002 in), shall be used.
    S6.2.2 Procedure.
    S6.2.2.1 The test piece to be tested shall not be rigidly secured; 
it may however be fastened on an identical test piece by means of 
adhesive tape applied all round the edge.
    S6.2.2.2 One test shall be carried out at each of the prescribed 
point of impact.
    S6.2.2.3 Fragmentation shall not be checked in a strip 2 cm (0.79 
in) wide round the edge of the samples, this strip representing the 
frame of the glass, nor within a radius of 7.5 cm (2.95 in) from the 
point of impact.
    S6.2.2.4 Examination of the fragmentation pattern shall start 
within 10 seconds and shall be completed within 3 minutes after the 
impact.
    S6.2.3 Points of impact for uniformly tempered glass panes are as 
follows, and represented in S6.16., Figure 23:
    S6.2.3.1 Point 1: In the geometric center of the glass.
    S6.2.3.2 Point 2: For curved glass panes only, this point shall be 
selected on the largest median in that part of the pane where the 
radius of curvature ``r'' of the glazing is less than 200 mm (7.84 in).
    S6.2.3.3 Test pieces: Eight panes.
    S6.3 227 g (8 oz) ball test.
    S6.3.1 Apparatus.
    S6.3.1.1 Solid, smooth, hardened-steel ball with a mass of 227 g 
 2 g (8 oz  0.07 oz).
    S6.3.1.2 Means for dropping the ball freely from the height in 
paragraph S6.3.3., or a means for giving the ball a velocity equivalent 
to that obtained by the free fall. When a device to project the ball is 
used, the tolerance on velocity shall be  1 per cent of the 
velocity equivalent to that obtained by the free fall.
    S6.3.1.3 Supporting fixture, such as that shown in Figure 1, 
composed of steel frames, with machined borders 15 mm (0.59 in) wide, 
fitting one over the other and faced with rubber gaskets 3 mm (0.12 in) 
thick and 15 mm (0.59 in) wide and of hardness 50  10 
International Rubber Hardness Degree (IRHD). The lower frame rests on a 
steel box 150 mm (5.91 in) high. The test piece is held in place by the 
upper frame, the mass of which is 3 kg (6.61 lb). The supporting frame 
is welded onto a sheet of steel 12 mm (0.47 in) thick resting on the 
floor with an interposed sheet of rubber 3 mm (0.12 in) thick and of 
hardness 50  10 IRHD.
[GRAPHIC] [TIFF OMITTED] TP21JN12.000

    S6.3.2 Procedure.
    S6.3.2.1 Condition the test piece at the temperature specified in 
paragraph S6.1 for at least four hours immediately preceding the test. 
In the case of laminated-glass and glass-plastic windshields, the 
temperatures will be as specified in 6.3.3.4.
    S6.3.2.2 Place the test piece in the fixture described in paragraph 
S6.3.1.3. The plane of the test piece shall be perpendicular, within 3 
degrees, to the incident direction of the ball.
    S6.3.2.3 The point of impact shall be within 25 mm (0.98 in) of the 
center of the supported area for a drop height less than or equal to 6 
m (19.69 ft), and within 50 mm (1.97 in) of the center of the supported 
area for a drop height greater than 6 m (19.69 ft).
    S6.3.2.4 The ball shall strike the outer face of the test piece.
    S6.3.2.5 The ball shall make only one impact.
    S6.3.3 Drop height
    S6.3.3.1 The drop height shall be measured from the under-face of 
the ball to the upper face of the test piece.
    S6.3.3.2 For uniformly tempered glass panes, the drop height shall 
be 2.0 m -0 + 5 mm (6.56 ft -0 + 0.20 in).
    S6.3.3.3 For laminated-glass and glass-plastic panes, the drop 
height shall be 9 m -0 + 25 mm (29.53 ft-0 + 0.98 in).
    S6.3.3.4 For laminated-glass and glass-plastic windshields, the 
drop height and the mass of the detached fragments shall be as 
indicated in the following table, where ``e'' equals the nominal 
thickness of the specimen being tested. Ten test pieces shall be tested 
at a temperature of + 40  2 [deg]C (+ 104  3.5 
14; [deg]F) and ten at a temperature of -20  2 [deg]C (-4 
 3.5 [deg]F).

[[Page 37498]]



                                                Table to S6.3.3.4
----------------------------------------------------------------------------------------------------------------
                                        + 40  2 [deg]C (+ 104   -20  2[deg] C (-4  3.5 [deg]F)                 minus> 3.5[deg] F)
                                     ---------------------------------------------------------------------------
Nominal thickness of test pieces  mm                          Maximum                               Maximum
                (in)                  Height of fall  m    permitted mass   Height of fall  m    permitted mass
                                             (ft)         of the fragments         (ft)         of the fragments
                                                               g (oz)                                g (oz)
----------------------------------------------------------------------------------------------------------------
e <= 4.5 (0.18).....................          9 (29.53)          12 (0.42)        8.5 (27.89)          12 (0.42)
4.5 (0.18) < e <= 5.5 (0.22)........          9 (29.53)          15 (0.53)        8.5 (27.89)          15 (0.53)
5.5 (0.22) <= e <= 6.5 (0.26).......          9 (29.53)          20 (0.71)        8.5 (27.89)          20 (0.71)
e > 6.5 (0.26)......................          9 (29.53)          25 (0.88)        8.5 (27.89)          25 (0.88)
----------------------------------------------------------------------------------------------------------------

    S6.3.4 Test pieces.
    S6.3.4.1 The test pieces shall be flat samples measuring 300 x 300 
mm (11.81 x 11.81 in), specially made or cut from the flattest part of 
a windshield or pane.
    S6.3.4.2 Test pieces can alternatively be finished products that 
may be supported over the apparatus described in paragraph S6.3.1.
    S6.4 2,260 g (4.98 lb) ball test.
    S6.4.1 Apparatus.
    S6.4.1.1 Solid hardened-steel ball with a mass of 2,260 g  20 g (4.98 lb  0.71 oz).
    S6.4.1.2 Provide a means for dropping the ball freely from the 
height specified in S6.4.3 or means for giving the ball a velocity 
equivalent to that obtained by the free fall. When a device to project 
the ball is used, the tolerance on velocity shall be  1 
percent of the velocity equivalent to that obtained by the free fall.
    S6.4.1.3 The supporting fixture shall be as shown in Figure 1 and 
identical with that described in S6.3.1.3.
    S6.4.2 Procedure.
    S6.4.2.1 Condition the test piece at the temperature specified in 
paragraph S6.1 for at least four hours immediately preceding the test.
    S6.4.2.2 Place the test piece in the supporting fixture. The plane 
of the test piece shall be perpendicular within 3 degrees, to the 
incident direction of the ball.
    S6.4.2.3 In the case of glass-plastics glazing the test piece shall 
be clamped to the support. All other glazing shall not be clamped.
    S6.4.2.4 The point of impact shall be within 25 mm (0.98 in) of the 
geometric center of the test piece.
    S6.4.2.5 The ball shall strike the inner face of the test piece.
    S6.4.2.6 The ball shall make only one impact.
    S6.4.3 Drop height.
    S6.4.3.1 The drop height shall be measured from the under face of 
the ball to the upper face of the test piece.
    S6.4.3.2 The drop height shall be 4.0 m-0 + 25 mm (12.12 ft-0 + 
0.98 in).
    S6.4.4 Test pieces.
    S6.4.4.1 The test pieces shall be flat samples measuring 300 x 300 
mm (11.81 x 11.81 in), specially made or cut from the flattest part of 
a windshield.
    S6.4.4.2 Test pieces can alternatively be finished products that 
may be supported over the apparatus described in paragraph S6.3.1.
    S6.5 Resistance to abrasion test.
    S6.5.1 Apparatus.
    S6.5.1.1 Abrading instrument, as shown in Figure 2, and consisting 
of:
    S6.5.1.1.1 A horizontal turntable, with center clamp, which 
revolves counter-clockwise at 65 to 75 revolutions per minute (rev/
min).
    S6.5.1.1.2 Two weighted parallel arms each carrying a special 
abrasive wheel freely rotating on a ball-bearing horizontal spindle; 
each wheel rests on the test specimen under the pressure exerted by a 
mass of 500 g (1.1 lb).
    S6.5.1.1.3 The turntable of the abrading instrument shall rotate 
regularly, substantially in one plane (the deviation from this plane 
shall not be greater than  0.05 mm (0.20 in) at a distance 
of 1.6 mm (0.06 in) from the turntable periphery).
    S6.5.1.1.4 The wheels shall be mounted in such a way that when they 
are in contact with the rotating test piece they rotate in opposite 
directions so as to exert, twice during each rotation of the test 
piece, a compressive and abrasive action along curved lines over an 
annular area of about 30 cm\2\ (11.81 in\2\).
[GRAPHIC] [TIFF OMITTED] TP21JN12.001


[[Page 37499]]


    S6.5.1.2 Abrasive wheels, each 45 to 50 mm (1.77 to 1.97 in) in 
diameter and 12.5 mm (0.49 in) thick, composed of a special finely-
screened abrasive embedded in a medium hard rubber.
    S6.5.1.2.1 The wheels shall have a hardness of 72  5 
IRHD, as measured at four points equally spaced on the centerline of 
the abrading surface, the pressure being applied vertically along a 
diameter of the wheel and the readings being taken 10 seconds after 
full application of the pressure.
    S6.5.1.2.2 The abrasive wheels shall be prepared for use by very 
slow rotation against a sheet of flat glass to ensure that their 
surface is completely even.
    S6.5.1.3 Light source consisting of an incandescent lamp with its 
filament contained within a parallelepiped measuring 1.5 mm x 1.5 mm x 
3 mm (0.06 in x 0.06 in x 0.12 in). The voltage at the lamp filament 
shall be such that the color temperature is 2,856  50 K. 
This voltage shall be stabilized within  1/1000 V (Volts).
    S6.5.1.4 Optical system consisting of a lens with a focal length 
``f'' of at least 500 mm (19.69 in) and corrected for chromatic 
aberrations.
    S6.5.1.4.1 The full aperture of the lens shall not exceed f/20.
    S6.5.1.4.2 The distance between the lens and the light source shall 
be adjusted in order to obtain a light beam which is substantially 
parallel.
    S6.5.1.4.3 A diaphragm shall be inserted to limit the diameter of 
the light beam to 7  1 mm (0.28  0.04 in). This 
diaphragm shall be situated at a distance of 100  50 mm 
(3.94  1.97 in) from the lens on the side remote from the 
light source. The point of measurement shall be taken at the center of 
the light beam.
    S6.5.1.5 Equipment for measuring scattered light (Figure 3), 
consisting of a photoelectric cell with an integrating sphere 200 to 
250 mm (7.87 to 9.84 in) in diameter. The sphere shall be equipped with 
entrance and exit ports for the light. The entrance port shall be 
circular and have a diameter at least twice that of the light beam. The 
exit port of the sphere shall be provided with either a light trap or a 
reflectance standard, according to the procedure described in paragraph 
S6.5.2.6, below. The light trap shall absorb all the light when no test 
piece is inserted in the light beam.
    S6.5.1.5.1 The axis of the light beam shall pass through the center 
of the entrance and exit ports. The diameter b of the light-exit port 
shall be equal to 2 a tan 4[deg], where ``a'' is the diameter of the 
sphere. The photoelectric cell shall be mounted in such a way that it 
cannot be reached by light coming directly from the entrance port or 
from the reflectance standard.
    S6.5.1.5.2 The surfaces of the interior of the integrating sphere 
and the reflectance standard shall be of substantially equal 
reflectance and shall be matte and non-selective.
    S6.5.1.5.3 The output of the photoelectric cell shall be linear 
within  2 percent over the range of luminous intensities 
used. The design of the instrument shall be such that there is no 
galvanometer deflection when the sphere is dark.
    S6.5.1.5.4 The whole apparatus shall be checked at regular 
intervals by means of calibration standards of defined haze.
[GRAPHIC] [TIFF OMITTED] TP21JN12.002

    S6.5.2 Procedure.
    S6.5.2.1 The abrasion test shall be carried out on that surface of 
the test piece which represents the outer side of the glass pane and 
also on the inner side if of plastics material.
    S6.5.2.2 Immediately before and after the abrasion, clean the test 
pieces in the following manner:
    (a) Wipe with a linen cloth under clean running water;
    (b) Rinse with distilled or demineralised water;
    (c) Blow dry with oxygen or nitrogen;
    (d) Remove possible traces of water by dabbing softly with a damp 
linen cloth. If necessary, dry by pressing lightly between two linen 
cloths.
    (e) Any treatment with ultrasonic equipment is prohibited.
    S6.5.2.3 After cleaning, the test pieces shall be handled only by 
their edges and shall be stored to prevent damage to, or contamination 
of, their surfaces.
    S6.5.2.4 Recondition the test pieces as specified in paragraph S6.1 
for a minimum time of 48 hours.
    S6.5.2.5 Immediately place the test piece against the entrance port 
of the integrating sphere. The angle between a line perpendicular to 
the surface of the

[[Page 37500]]

test piece and the axis of the light beam shall not exceed 8 degrees.
    S6.5.2.6 Take four readings as indicated in the following table:


                                                Table to S6.5.2.6
----------------------------------------------------------------------------------------------------------------
                                                                        With reflectance
            Reading               With test piece    With light trap        standard            Represents
----------------------------------------------------------------------------------------------------------------
T1.............................  No...............  No...............  Yes..............  Incident light.
T2.............................  Yes..............  No...............  Yes..............  Total light
                                                                                           transmitted by test
                                                                                           piece.
T3.............................  No...............  Yes..............  No...............  Light scattered by
                                                                                           instrument.
T4.............................  Yes..............  Yes..............  No...............  Light scattered by
                                                                                           instrument and test
                                                                                           piece.
----------------------------------------------------------------------------------------------------------------

    S6.5.2.7 Repeat readings for T1, T2, 
T3 and T4 with other specified positions of the 
test piece to determine uniformity.
    S6.5.2.8 Calculate the total transmittance Tt = 
T2/T1.
    S6.5.2.9 Calculate the diffuse transmittance Td as follows:
    [GRAPHIC] [TIFF OMITTED] TP21JN12.003
    
    S6.5.2.10 Calculate the percentage haze, or light, or both, 
scattered, as follows:
[GRAPHIC] [TIFF OMITTED] TP21JN12.004

    S6.5.2.12 Measure the initial haze of the test piece at a minimum 
of four equally spaced points in the unabraded area in accordance with 
the formula above. Average the results for each test piece. In lieu of 
the four measurements, an average value may be obtained by rotating the 
piece uniformly at 3 rev/sec or more.
    S6.5.2.13 For each type of safety glazing, carry out three tests 
with the same load. Use the haze as a measure of the subsurface 
abrasion, after the test piece has been subjected to the abrasion test.
    S6.5.2.14 Measure the light scattered by the abraded track at a 
minimum of four equally spaced points along the track in accordance 
with the formula above. Average the results for each test piece. In 
lieu of the four measurements, an average value may be obtained by 
rotating the piece uniformly at 3 rev/sec or more.
    S6.5.3 Test pieces: The test pieces shall be flat samples measuring 
100 x 100 mm (3.94 x 3.94 in).
    S6.6 Resistance to high temperature test.
    S6.6.1 Procedure.
    S6.6.1.1 Heat the test piece to 100 [deg]C (212[emsp14][deg]F).
    S6.6.1.2 Maintain this temperature for a period of two hours, then 
allow the test pieces to cool to the temperature specified in paragraph 
S6.1.
    S6.6.1.3 If the test piece has both external surfaces of inorganic 
material, the test may be carried out by immersing the test piece 
vertically in boiling water for the specified period of time in 
S6.6.1.2, care being taken to avoid undue thermal shock.
    S6.6.2 Test pieces: The test pieces shall be flat samples measuring 
300 x 300 mm (11.81 x 11.81 in), which have been specially made or cut 
from the flattest part of three windshields or three panes, as the case 
may be, one edge of which corresponds to the upper edge of the glazing.
    S6.7 Resistance to radiation test.
    S6.7.1 Apparatus.
    S6.7.1.1 Radiation source consisting of a medium-pressure mercury-
vapor arc lamp with a tubular quartz bulb of ozone-free type; the bulb 
axis shall be vertical. The nominal dimensions of the lamp shall be 360 
mm (13.78 in) in length by 9.5 mm (0.37 in) in diameter. The arc length 
shall be 300  4 mm (11.81  0.16 in). The lamp 
shall be operated at 750  50 W.
    S6.7.1.2 Power-supply transformer and capacitor capable of 
supplying to the lamp specified in paragraph S6.7.1.1. a starting peak 
voltage of 1,100 V minimum and an operating voltage of 500  
50 V.
    S6.7.1.3 Device for mounting and rotating the test pieces at 1 to 5 
rev/min about the centrally-located radiation source in order to ensure 
even exposure.
    S6.7.2 Procedure.
    S6.7.2.1 Check the regular light transmittance, determined 
according to paragraph S6.10, of three test pieces before exposure. 
Protect a portion of each test piece from the radiation, and then place 
the test pieces in the test apparatus 230 mm (9.06 in) from and 
parallel lengthwise to the lamp axis. Maintain the temperature of the 
test pieces at 45  5 [deg]C (113  
9[emsp14][deg]F) throughout the test.
    6.7.2.2 That face of the test piece which would constitute the 
outer face of the glazing shall face the lamp.
    S6.7.2.3 The exposure time shall be 100 hours. Each test piece 
shall be subjected to radiation such that the radiation on each point 
of the test piece produces, on the interlayer, the same effect as that 
which would be produced by solar radiation of 1,400 W/m\2\ for 100 
hours.
    S6.7.2.4 After exposure, measure the regular light transmittance 
again in the exposed area of each test piece.
    S6.7.3 Test pieces: The test pieces shall be flat samples measuring 
76 x 300 mm (2.99 x 11.81 in) or 300 x 300 mm (11.81 x 11.81 in), which 
have been specially made or cut from three windshields or three panes, 
as the case may be, one edge of which corresponds to the upper edge of 
the glazing.
    S6.8 Resistance to humidity test.
    S6.8.1 Procedure.
    S6.8.1.1 Keep samples in a vertical position for two weeks in a 
closed container in which the temperature is maintained at 50  2 [deg]C (122  3.5[emsp14][deg]F) and the relative 
humidity at 95  4 per cent.
    S6.8.1.2 If several test pieces are tested at the same time, 
spacing shall be provided between them.
    S6.8.1.3 Precautions shall be taken to prevent condensate from the 
walls or ceiling of the test chamber from falling on the test pieces.
    S6.8.1.4 Before assessment, laminated-glass test pieces shall have 
been maintained for two hours in the conditions specified in paragraph 
S6.1.
    S6.8.1.5 Before assessment, test pieces of glass faced with plastic 
and of glass-plastics shall have been

[[Page 37501]]

maintained for 48 hours in the conditions specified in paragraph S6.1.
    S6.8.2 Test pieces: The test pieces shall be samples measuring 300 
x 300 mm (11.81 x 11.81 in), which have been specially made or cut from 
three windshields or three panes, as the case may be. One edge at least 
shall correspond to an edge of the glazing.
    S6.9 Resistance to temperature changes test.
    S6.9.1 Procedure.
    S6.9.1.1 Test pieces shall be placed in an enclosure at a 
temperature of -40  5 [deg]C (-40  9 [deg]F) 
for a period of 6 hours; they shall then be placed in the open air at a 
temperature of 23  2[deg]C (73.4  3.5 [deg]F) 
for one hour or until temperature equilibrium has been reached by the 
test pieces.
    S6.9.1.2 Test pieces shall then be placed in circulating air at a 
temperature of + 72  2 [deg]C (161.6  3.5 
[deg]F) for 3 hours.
    S6.9.1.3 After being placed again in the open air at + 23  2 [deg]C (73.4  3.5 [deg]F) and cooled to that 
temperature, the test pieces shall be examined.
    S6.9.2 Test pieces: The test pieces shall be flat samples measuring 
300 x 300 mm (11.81 x 11.81 in), which have been specially made or cut 
from three windshields or panes, as appropriate.
    S6.10 Light transmittance test.
    S6.10.1 Apparatus
    S6.10.1.1 Light source shall consist of the light source specified 
in paragraph S6.5.1.3.
    S6.10.1.2 Measuring equipment.
    S6.10.1.2.1 The receiver shall have a relative spectral sensitivity 
with the relative spectral luminous efficiency for the International 
Commission on Illumination standard photometric observer for photopic 
vision as defined in CIE S010/E:2004 Photometry--The CIE System of 
Physical Photometry (incorporated by reference, see Sec.  571.5). The 
sensitive surface of the receiver shall be covered with a diffusing 
medium and shall have at least twice the cross-section of the light 
beam emitted by the optical system. If an integrating sphere is used, 
the aperture of the sphere shall have a cross-sectional area at least 
twice that of the parallel portion of the beam.
    S6.10.1.2.2 The linearity of the receiver and the associated 
indicating instrument shall be within 2 percent of the effective part 
of the scale.
    S6.10.1.2.3 The receiver shall be centered on the axis of the light 
beam.
    S6.10.2 Procedure.
    S6.10.2.1 The sensitivity of the measuring system shall be adjusted 
in such a way that the instrument indicating the response of the 
receiver indicates 100 divisions when the safety glazing material is 
not inserted in the light path. When no light is falling on the 
receiver, the instrument shall read zero.
    S6.10.2.2 Place the glazing at a distance from the receiver equal 
to five times the diameter of the receiver. Insert the glazing between 
the diaphragm and the receiver and adjust its orientation in such a way 
that the angle of incidence of the light beam is equal to 0  5 degrees. The regular light transmittance shall be measured on 
the glazing, and for every point measured the number of divisions, n, 
shown on the indicating instrument, shall be read. The regular 
transmittance [tau]r is equal to n/100.
    S6.10.3 Test pieces.
    S6.10.3.1 Test pieces shall be either flat samples or finished 
products.
    S6.10.3.2 In the case of windshields, the test area shall be as 
defined in paragraph S6.15.3.4.
    S6.11 Optical distortion test.
    S6.11.1 Apparatus.
    The apparatus shall comprise the following items, arranged as shown 
in Figure 4.
[GRAPHIC] [TIFF OMITTED] TP21JN12.005

    S6.11.1.1 Projector with a high-intensity point light source, 
having the following characteristics:
    (a) Focal length at least 90 mm (3.54 in).
    (b) Aperture 1/2.5.
    (c)150 W quartz halogen lamp (if used without a filter).
    (d) 250 W quartz halogen lamp (if a green filter is used).
    (e) The projector is shown schematically in Figure 5. A diaphragm 
of 8 mm (0.31 in) in diameter is positioned 10 mm (0.39 in) from the 
front lens.

[[Page 37502]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.006

    S6.11.1.2 Slides (rasters) consisting, for example, of an array of 
bright circular shapes on a dark background (see Figure 6). The slides 
shall be of sufficiently high quality and contrast to enable 
measurement to be carried out with an error of less than 5 percent. In 
the absence of the glazing to be examined, the dimensions of the 
circular shapes shall be such that when the circular shapes are 
projected they form an array of circles of diameter
[GRAPHIC] [TIFF OMITTED] TP21JN12.007

BILLING CODE 4910-59-P

[[Page 37503]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.008

BILLING CODE 4910-59-C
    S6.11.1.3 Support stand, permitting vertical and horizontal 
scanning, rotation of the windshield, and mounting of the windshield at 
a full range of installation angles of inclination.
    S6.11.1.4 Checking template, for measuring changes in dimensions. A 
suitable design is shown in Figure 8.

[[Page 37504]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.009

    S6.11.2 Procedure.
    S6.11.2.1 General.
    S6.11.2.1.1 Mount the windshield on the support stand at the 
designed angle of inclination.
    S6.11.2.1.2 Project the test image through the area being examined.
    S6.11.2.1.3 Rotate the windshield or move it either horizontally or 
vertically in order to examine the whole of the specified area.
    S6.11.2.1.4 The distance [Delta]x shall be 4 mm (0.16 in).
    S6.11.2.1.5 The projection axis in the horizontal plane shall be 
maintained approximately normal to the trace of the windshield in that 
plane.
    S6.11.2.2 Calculate the value of A (Figure 8) from the limit value 
[Delta][alpha]L for the change in deviation and the value of 
R2, the distance from the windshield to the display screen: 
A = 0.145 [Delta][alpha]L [middot] R2
    The relationship between the change in diameter of the projected 
image [Delta]d and the change in angular deviation [Delta]a is given by 
[Delta]d = 0.29 [Delta][alpha] [middot] R2,
where:

[Delta]d is in millimeters;
A is in millimeters;
[Delta][alpha]L is in minutes of arc;
[Delta][alpha] is in minutes of arc;
R2 is in meters.

    S6.11.3 Expression of results: evaluate the optical distortion of 
the windshield by measuring [Delta]d at any point of the surface and in 
all directions in order to find [Delta]d max.
    S6.11.4 Alternative method: A strioscopic technique is permitted as 
an alternative to the projection techniques, provided that the accuracy 
of the measurements given in paragraph S6.12.2.2 is maintained.
    S6.11.5 Test pieces: The test pieces shall be windshields.
    S6.12 Secondary image separation test.
    S6.12.1 Target test.
    S6.12.1.1 Apparatus.
    S6.12.1.1.1 The target shall be of one of the following types:
    (a) an illuminated `ring' target whose outer diameter, D, subtends 
an angle of [eta] minutes of arc at a point situated at x meters 
(Figure 9 (a)), or
    (b) an illuminated ``ring and spot'' target whose dimensions are 
such that the distance, D, from a point on the edge of the spot to the 
nearest point on the inside of the circle subtends an angle of [eta] 
minutes of arc at a point situated at x meters (Figure 9 (b)), where:
    (1) [eta] is the limit value of secondary-image separation,
    (2) x is the distance from the safety-glass pane to the target (not 
less than 7 m),
    (3) D is given by the formula: D = x [middot] tg [eta]
    S6.12.1.1.2 The illuminated target consists of a light box, 300 mm 
x 300 mm x 150 mm (11.81 in x 11.81 in x 5.91 in).
    S6.12.1.2 Procedure.
    S6.12.1.2.1 Mount the safety-glass pane at the angle of inclination 
on a suitable stand in such a way that the observation is carried out 
in the horizontal plane passing through the center of the target.
    S6.12.1.2.2 The light box shall be viewed, in a dark or semi-dark 
room, through each part of the area being examined, in order to detect 
the presence of any secondary image associated with the illuminated 
target.
    S6.12.1.2.3 Rotate the windshield as necessary to ensure that the 
correct direction of view is maintained. A monocular may be used for 
viewing.
    S6.12.1.3 Expression of results. Determine whether:
    S6.12.1.3.1 When target (a) (Figure 9 (a)) is used, the primary and 
secondary images of the circle separate, i.e., whether the limit value 
of [eta] is exceeded, or
    S6.12.1.3.2 When target (b) (Figure 9 (b)) is used, the secondary 
image of the spot shifts beyond the point of tangency with the inside 
edge of the circle, i.e. whether the limit value of [eta] is exceeded.

[[Page 37505]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.010

    S6.12.2 Alternative collimation-telescope test.
    S6.12.2.1 Apparatus: The apparatus comprises a collimator and a 
telescope and may be set up in accordance with Figure 10.
    S6.12.2.2 Procedure.
    S6.12.2.2.1 The collimation telescope forms at infinity the image 
of a polar co-ordinate system with a bright point at its center (Figure 
11).
    S6.12.2.2.2 In the focal plane of the observation telescope, a 
small opaque spot with a diameter slightly larger than that of the 
projected bright point is placed on the optical axis, thus obscuring 
the bright point.
    S6.12.2.2.3 When a test piece which exhibits a secondary image is 
placed between the telescope and the collimator, a second, less bright 
point appears at a certain distance from the center of the polar co-
ordinate system. The secondary-image separation can be read out as the 
distance between the points seen through the observation telescope 
(Figure 11).
    S6.12.2.2.4 The distance between the dark spot and the bright point 
at the center of the polar co-ordinate system represents the optical 
deviation.
    S6.12.2.2.5 The direction of observation in the horizontal plane 
shall be maintained approximately normal to the trace of the windshield 
in that plane.
    S6.12.2.3 Expression of results: The windshield shall first be 
examined by a simple scanning technique to establish the area giving 
the strongest secondary image. That area shall then be examined by the 
collimator-telescope system at the appropriate angle of incidence. The 
maximum secondary-image separation shall be measured.
BILLING CODE 4910-59-P

[[Page 37506]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.011


[[Page 37507]]


[GRAPHIC] [TIFF OMITTED] TP21JN12.012

    S6.12.4 Test pieces: The test pieces shall be windshields.
    S6.13 Fire resistance test procedure.
    S6.13.1 Apparatus.
    S6.13.1.1 Combustion chamber.
    S6.13.1.1.1 The combustion chamber is illustrated by Figure 12, 
having the dimensions given in Figure 13.

[[Page 37508]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.013


[[Page 37509]]


[GRAPHIC] [TIFF OMITTED] TP21JN12.014

    S6.13.1.1.2 The combustion chamber is constructed of stainless 
steel.
    S6.13.1.1.3 The front of the chamber contains a flame-resistant 
observation window, which may cover the entire front and which can be 
constructed as an access panel.
    S6.13.1.1.4 The bottom of the chamber has vent holes, and the top 
has a vent slot all around.

[[Page 37510]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.015

    S6.13.1.2 Sample holder.
    S6.13.1.2.1 The sample holder consists of two U-shaped metal plates 
or frames of corrosion-proof material. Dimensions are given in Figure 
15.
[GRAPHIC] [TIFF OMITTED] TP21JN12.016

    S6.13.1.2.2 The lower plate is equipped with pins and the upper one 
with corresponding holes, in order to ensure a consistent holding of 
the sample. The pins also serve as measuring points at the beginning 
and end of the burning distance.
    S6.13.1.2.3 A support shall be provided in the form of heat-
resistant wires 0.25 mm (0.01 in) in diameter spanning the frame at 25 
mm (0.94 in) intervals over the bottom U-shaped frame (Figure 16).

[[Page 37511]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.017

    S6.13.1.2.4 The plane of the lower side of samples shall be 178 mm 
(7.01 in) above the floor plate. The distance of the front edge of the 
sample holder from the end of the chamber shall be 22 mm (0.87 in); the 
distance of the longitudinal sides of the sample holder from the sides 
of the chamber shall be 50 mm (1.97 in) (all inside dimensions). 
(Figures 12 and 13.)
    S6.13.1.3 Gas burner. The small ignition source is provided by a 
Bunsen burner having an inside diameter of 9.5 mm (0.37 in). It is so 
located in the test cabinet that the center of its nozzle is 19 mm 
(0.75 in) below the center of the bottom edge of the open end of the 
sample (Figure 13).
    S6.13.1.4 Test gas. The gas supplied to the burner shall have a 
calorific value of about 38 MJ/m\3\ (for example natural gas).
    S6.13.1.5 Fume cupboard.
    S6.13.1.5.1 The combustion chamber may be placed in a fume-cupboard 
assembly provided that the latter internal volume is at least 20 times, 
but not more than 110 times greater than the volume of the combustion 
chamber and provided that no single height, width, or length dimension 
of the fume cupboard is greater than 2.5 times either of the other two 
dimensions.
    S6.13.1.5.2 Before the test, the vertical velocity of the air 
through the fume cupboard shall be measured 100 mm (3.94 in) forward of 
and to the rear of the ultimate site of the combustion chamber. It 
shall be between 0.10 and 0.30 m/s (0.33 and 0.98 ft/s).
    S6.13.2 Procedure.
    S6.13.2.1 Place the sample in the sample holder described in 
paragraph S6.13.1.2.1 so that the inner side faces downwards, towards 
the flame.
    S6.13.2.2 Adjust the gas flame to a height of 38 mm (1.49 in) using 
the mark in the chamber, the air intake of the burner being closed. The 
flame shall burn for at least one minute, for stabilization, before the 
first test is started.
    S6.13.2.3 Push the sample holder into the combustion chamber so 
that the end of the sample is exposed to the flame, and after 15 
seconds cut off the gas flow.
    S6.13.2.4 Measurement of burning time starts at the moment when the 
foot of the flame passes the first measuring point. Observe the flame 
propagation on the side (upper or lower) whichever burns faster.
    S6.13.2.5 Measurement of burning time is completed when the flame 
has come to the last measuring point or when the flame is extinguished 
before reaching that point. If the flame does not reach the last 
measuring point, measure the burnt distance up to the point where the 
flame was extinguished. Burnt distance is the part of the sample 
destroyed, on the surface or inside, by burning.
    S6.13.2.6 If the sample does not ignite or does not continue 
burning after the burner has been extinguished, or the flame goes out 
before reaching the first measuring point, so that no burning time is 
measured, note in the test report that the burning rate is 0 mm/min.
    S6.13.2.7 When running a series of tests or performing repeat 
tests, make sure before starting a test that the temperature of the 
combustion chamber and sample holder does not exceed 30 [deg]C 
(86[emsp14][deg]F).
    S6.13.2.8 Calculation. The burning rate B, in millimeters per 
minute, is given by the formula:

B = s/t [middot] 60;

where:

s is the burnt distance, in millimeters,
t is the time in seconds, taken to burn the distance s.

    S6.13.3 Test pieces.
    S6.13.3.1 Shape and dimensions.
    S6.13.3.1.1 The shape and dimensions of samples are given in Figure 
17. The thickness of the sample corresponds to the thickness of the 
product to be tested. It shall not be more than 13 mm (0.51 in). When 
sample-taking so permits, the sample shall have a constant section over 
its entire length.

[[Page 37512]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.018

    S6.13.3.1.2 When the shape and dimensions of a product do not 
permit taking a sample of the given size, the following minimum 
dimensions shall be observed:
    (a) For samples having a width of 3 to 60 mm (0.12 to 2.36 in), the 
length shall be 356 mm (14.02 in). In this case the material is tested 
over the product width;
    (b) For samples having a width of 60 to 100 mm (2.36 to 3.94 in), 
the length shall be at least 138 mm (5.43 in). In this case the 
potential burning distance corresponds to the length of the sample, the 
measurement starting at the first measuring point;
    (c) Samples less than 60 mm (2.36 in) wide and less than 356 mm 
(14.02 in) long, and samples 60 to 100 mm (2.36 to 3.94 in) wide and 
less than 138 mm (5.43 in) long, cannot be tested according to the 
present method, nor can samples less than 3 mm (0.12 in) wide.
    S6.13.3.2 Sampling.
    S6.13.3.2.1 Five samples shall be taken from the material under 
test. In materials having burning rates differing according to the 
direction of the material (this being established by preliminary tests) 
the five samples shall be taken and be placed in the test apparatus in 
such a way that the highest burning rate will be measured.
    S6.13.3.2.2 When the material is supplied in set widths, a length 
of at least 500 mm (19.68 in) covering the entire width shall be cut. 
From the piece so cut, the samples shall be taken at not less than 100 
mm (3.94 in) from the edge of the material and at points equidistant 
from each other.
    S6.13.3.2.3 Samples shall be taken in the same way from finished 
products when the shape of the product so permits. If the thickness of 
the product is over 13 mm (0.51 in) it shall be reduced to 13 mm (0.51 
in) by a mechanical process applied to the side which does not face the 
passenger compartment.
    S6.13.3.2.4 Composite materials shall be tested as if they were 
homogeneous.
    S6.13.3.2.5 In the case of materials comprising superimposed layers 
of different composition which are not composite materials, all the 
layers of material included within a depth of 13 mm from the surface 
facing towards the passenger compartment shall be tested individually
    S6.14 Resistance to chemicals test.
    S6.14.1 Chemicals used for the test.
    S6.14.1.1 Non-abrasive soap solution: 1 per cent by mass of 
potassium oleate in deionized water;
    S6.14.1.2 Window-cleaning solution: an aqueous solution of 
isopropanol and dipropylene glycol monomethyl ether in concentration 
between 5 and 10 per cent by mass each and ammonium hydroxide in 
concentration between 1 and 5 per cent by mass;
    S6.14.1.3 Undiluted denatured alcohol: 1 part by volume methyl 
alcohol in 10 parts by volume ethyl alcohol;
    S6.14.1.4 Gasoline or equivalent reference gasoline: a mixture of 
50 percent by volume toluene, 30 percent by volume 2,2,4-
trimethylpentane, 15 percent by volume 2,4,4-trimethyl-1-pentene, and 5 
percent by volume ethyl alcohol. The composition of the gasoline used 
shall be recorded in the test report.
    S6.14.1.5 Reference kerosene: a mixture of 50 percent by volume n-
octane and 50 per cent by volume n-decane.
    S6.14.2 Procedure.
    S6.14.2.1 Immersion Test.
    S6.14.2.1.1 Test pieces shall be tested with each of the chemicals 
specified in paragraph S6.14.1 above, using a new test piece for each 
test and each cleaning product.
    S6.14.2.1.2 Before each test, test pieces shall be cleaned 
according to the manufacturer's instruction, then conditioned for 48 
hours at the conditions specified in paragraph S6.1. These conditions 
shall be maintained throughout the tests.
    S6.14.2.1.3 The test pieces shall be completely immersed in the 
test fluid and held for one minute, then removed and immediately wiped 
dry with a clean absorbent cotton cloth.
    S6.14.3 Test pieces: The test pieces shall be flat samples 
measuring 180 x 25 mm (7.07 x 0.98 in).
    S6.15 Procedures for determining test areas on windshields of 
passenger cars, multipurpose passenger vehicles, buses and trucks 4,536 
kg (10,000 lb) GVWR and less in relation to the ``V'' points, and buses 
and trucks over 4,536 kg (10,000 lb) GVWR in relation to the ``O'' 
point.
    S6.15.1 Position of the ``V'' points.
    S6.15.1.1 The position of the ``V'' points in relation to the ``R'' 
point as indicated by the X, Y, and Z co-ordinates in the three-
dimensional reference system, are shown in Tables II and III.
    S6.15.1.2 The following table gives the basic co-ordinates for a 
design seat-back angle of 25[deg]. The positive direction of the co-
ordinates is shown in Figure 20.

[[Page 37513]]



                                               Table to S6.15.1.2
----------------------------------------------------------------------------------------------------------------
           V Point                         A                           b                         c(d)
----------------------------------------------------------------------------------------------------------------
V1..........................  68 mm (2.68 in)...........  -5 mm (-0.2 in)...........  665 mm (26.18 in)
V2..........................  68 mm (2.68 in)...........  -5 mm (-0.2 in)...........  589 mm (12.19 in)
----------------------------------------------------------------------------------------------------------------

    S6.15.1.3 Correction for design seat-back angles other than 25 
degrees.
    S6.15.1.3.1 The following table shows the further corrections to be 
made to the X and Z co-ordinates of each ``V'' point when the design 
seat-back angle is not 25[deg]. The positive direction of the co-
ordinates is shown in Figure 20.

                                                                  Table to S6.15.1.3.1
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                 Horizontal co-     Vertical co-                       Horizontal co-     Vertical co-
                  Seat-back angle  (in [deg])                    ordinates X mm    ordinates Z mm    Seat-back angle   ordinates X mm    ordinates Z mm
                                                                      (in)              (in)           (in [deg])           (in)              (in)
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.............................................................      -186 (-7.32)          28 (1.1)                23       -18 (-0.71)           5 (0.2)
6.............................................................      -177 (-6.97)         27 (1.06)                24        -9 (-0.35)          3 (0.12)
7.............................................................      -167 (-6.57)         27 (1.06)                25             0 (0)             0 (0)
8.............................................................      -157 (-6.18)         27 (1.06)                26          9 (0.35)        -3 (-0.12)
9.............................................................      -147 (-5.79)         26 (1.02)                27         17 (0.67)         -5 (-0.2)
10............................................................     - 137 (-5.39)         25 (0.98)                28         26 (1.02)        -8 (-0.31)
11............................................................      -128 (-5.04)         24 (0.94)                29         34 (1.34)       -11 (-0.43)
12............................................................      -118 (-4.65)         23 (0.91)                30          43 (1.7)       -14 (-0.55)
13............................................................      -109 (-4.29)         22 (0.87)                31         51 (2.01)       -18 (-0.71)
14............................................................        -99 (-3.9)         21 (0.83)                32         59 (2.32)       -21 (-0.83)
15............................................................       -90 (-3.54)         20 (0.79)                33         67 (2.64)       -24 (-0.94)
16............................................................       -81 (-3.19)         18 (0.71)                34            76 (3)        -28 (-1.1)
17............................................................       -72 (-2.83)         17 (0.67)                35         84 (3.31)       -32 (-1.26)
18............................................................       -62 (-2.44)         15 (0.59)                36         92 (3.62)       -35 (-1.38)
19............................................................       -53 (-2.09)         13 (0.51)                37        100 (3.93)       -39 (-1.54)
20............................................................       -44 (-1.73)         11 (0.43)                38        108 (4.25)       -43 (-1.69)
21............................................................       -35 (-1.38)          9 (0.35)                39        115 (4.53)       -48 (-1.89)
22............................................................       -26 (-1.02)          7 (0.28)                40        123 (4.84)       -52 (-2.05)
--------------------------------------------------------------------------------------------------------------------------------------------------------

    S6.15.2 Position of the ``O'' point.
    S6.15.2.1 The eye-point ``O'' is the point located 625 mm (26.61 
in) above the R-point in the vertical plane parallel to the 
longitudinal median plane of the vehicle for which the windshield is 
intended, passing through the axis of the steering wheel.
    S6.15.3 Test areas
    S6.15.3.1 The test areas shall be determined as follows:
    S6.15.3.1.1 For optical distortion and image separation 
measurement:
    (a) In case of passenger cars, multi-purpose passenger vehicles, 
buses and trucks under 4536 kg (10,000 lb) GVWR according to paragraph 
S6.15.3.2.
    (b) In case of buses and trucks over 4536 kg (10,000 lb) GVWR 
vehicles according to paragraph S6.15.3.3.
    S6.15.3.1.2 For the measurement of the light transmittance in the 
transparent area of the windshield according to paragraph S6.15.3.4.
    S6.15.3.2 Determination of two test areas for passenger cars, 
multipurpose passenger cars, buses and trucks 4,536 kg (10,000 lb) GVWR 
and less vehicles using the ``V'' points.
    S6.15.3.2.1 Test area A is the area on the outer surface of the 
windshield bounded by the following four planes extending forward from 
the ``V'' points (see Figure 18):
    (a) A plane parallel to the Y axis passing through V1 
and inclined upwards at 3 degrees from the X axis (Figure 18, plane 1);
    (b) A plane parallel to the Y axis passing through V2 
and inclined downwards at 1 degree from the X axis (Figure 18, plane 
2);
    (c) A vertical plane passing through V1 and 
V2 and inclined at 13 degrees to the left of the axis in the 
case of left-hand drive vehicles and to the right of the X axis in the 
case of right-hand drive vehicles (Figure 18, plane 3);
    (d) A vertical plane passing through V1 and 
V2 and inclined at 20 degrees to the right of the X axis in 
the case of left-hand drive vehicles and to the left of the X axis in 
the case of right-hand drive vehicles (Figure 18, plane 4).
    S6.15.3.2.2 The ``extended test area A'' is Zone A, extended to the 
median plane of the vehicle, and in the corresponding part of the 
windshield symmetrical to it about the longitudinal median plane of the 
vehicle, and also in the reduced test area B according to paragraph 
S6.15.3.2.4.
    S6.15.3.2.3 Test area B is the area of the outer surface of the 
windshield bounded by the intersection of the following four planes 
(see Figure 19):
    (a) A plane inclined upward from the X axis at 7 degrees, passing 
through V1 and parallel to the Y axis (Figure 19, plane 5);
    (b) A plane inclined downward from the X axis at 5 degrees, passing 
through V2 and parallel to the Y axis (Figure 19, plane 6);
    (c) A vertical plane passing through V1 and V2 and forming an angle 
of 17 degrees to the left of the X axis in the case of left-hand drive 
vehicles and to the right of the X axis in the case of right-hand drive 
vehicles (Figure 19, plane 7);
    (d) A plane symmetrical with respect to the plane 7 in relation to 
the longitudinal median plane of the vehicle (Figure 19, plane 8).
    S6.15.3.2.4 The ``reduced test area B'' is test area B with the 
exclusion of the following areas (taking into account the fact that the 
data points as defined under paragraph S6.15.3.2.5 shall be located in 
the transparent area, see Figures 19 and 20):
    S6.15.3.2.4.1 The test area A defined under paragraph S6.15.3.2.1, 
extended according to paragraph S6.15.3.2.2.

[[Page 37514]]

    S6.15.3.2.4.2 At the discretion of the vehicle manufacturer, one of 
the two following paragraphs may apply:
    S6.15.3.2.4.2.1 Any opaque obscuration bounded downwards by plane 
1, as defined in paragraph S6.15.3.2.1(a), and laterally by plane 4, as 
defined in paragraph S6.15.3.2.1(d), and its symmetrical in relation to 
the longitudinal median plane of the vehicle (see Figure 19(b), plane 
4');
    S6.15.3.2.4.2.2 Any opaque obscuration bounded downwards by plane 
1, provided it is inscribed in an area 300 mm (11.81 in) wide centered 
on the longitudinal median plane of the vehicle, and provided the 
opaque obscuration below the plane 5, as defined in paragraph 
S6.15.3.2.3(a), trace is inscribed in an area limited laterally by the 
traces of planes passing by the limits of a 150 mm (5.91 in) wide 
segment, measured on the outer surface of the windshield and on the 
trace of plane 1, as defined in paragraph S6.15.3.2.1(a), and parallel, 
respectively, to the traces of plane 4, as defined in paragraph 
S6.15.3.2.1(d), and plane 4' (See Figure 19(b));
    S6.15.3.2.4.3 Any opaque obscuration bounded by the intersection of 
the outer surface of the windshield:
    (a) With a plane inclined downwards from the X axis at 4[deg], 
passing through V2, and parallel to the Y axis (plane 9);
    (b) With plane 6 as defined in paragraph S6.15.3.2.3(b);
    (c) With planes 7, as defined in paragraph S6.15.3.2.3(c), and 8, 
as defined in paragraph S6.15.3.2.3(d) or the edge of the outer surface 
of the windshield if the intersection of plane 6, as defined in 
paragraph S6.15.3.2.3(b), with plane 7 (plane 6 with plane 8) does not 
cross the outer surface of the windshield;
    S6.15.3.2.4.4 Any opaque obscuration bounded by the intersection of 
the outer surface of the windshield:
    (a) With a horizontal plane passing through V1 (plane 
10);
    (b) With plane 3, or for the other side of the windshield, with a 
symmetrical plane with respect to plane 3 in relation to the 
longitudinal median plane of the vehicle;
    (c) With plane 7, as defined in paragraph S6.15.3.2.3(c), (for the 
other side of the windshield, with plane 8) or the edge of the outer 
surface of the windshield if the intersection of plane 6 as defined in 
paragraph S6.15.3.2.3(b), with plane 7 (plane 6 with plane 8) does not 
cross the outer surface of the windshield;
    (d) With plane 9 as described in paragraph S6.15.3.2.4.3(a).
    S6.15.3.2.4.5 Any opaque band situated within planes P3/P7 and P5/
P10 respectively, that does not extend by more than 25 mm (0.98 in) 
from the edge of the design glass outline.
    S6.15.3.2.4.6 An area within 25 mm (0.98) from the edge of the 
outer surface of the windshield or from any opaque obscuration. This 
area shall not impinge on the extended test area A.
    S6.15.3.2.5 Definition of the data points (see Figure 20). The data 
points are points situated at the intersection with the outer surface 
of the windshield of lines radiating forward from the V points:
    S6.15.3.2.5.1 upper vertical datum point forward of V1 
and 7 degrees above the horizontal (Pr1);
    S6.15.3.2.5.2 lower vertical datum point forward of V2 
and 5 degrees below the horizontal (Pr2);
    S6.15.3.2.5.3 horizontal datum point forward of V1 and 
17 degrees to the left (Pr3);
    S6.15.3.2.5.4 three additional data points symmetrical to the 
points defined under paragraphs 6.15.3.2.5.1 to 6.15.3.2.5.3 in 
relation to the longitudinal median plane of the vehicle (respectively 
Pr'1, Pr'2, Pr'3).
BILLING CODE 4910-59-P

[[Page 37515]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.019


[[Page 37516]]


[GRAPHIC] [TIFF OMITTED] TP21JN12.020


[[Page 37517]]


[GRAPHIC] [TIFF OMITTED] TP21JN12.021


[[Page 37518]]


[GRAPHIC] [TIFF OMITTED] TP21JN12.022

    S6.15.3.3 Determination of the Test Areas for buses and trucks over 
4,536 kg (10,000 lb) GVWR using the ``O'' Point.
    S6.15.3.3.1 The straight line OQ which is the horizontal straight 
line passing through the eye point ``O'' and perpendicular to the 
median longitudinal plane of the vehicle.
    S6.15.3.3.2 Zone I is the zone determined by the intersection of 
the windshield with the four planes defined below:
    (a) P1: a vertical plane passing through 0 and forming an angle of 
15 degrees to the left of the median longitudinal plane of the vehicle;
    (b) P2: a vertical plane symmetrical to P1 about the median 
longitudinal plane of the vehicle. If this is not possible (in the 
absence of a symmetrical median longitudinal plane, for instance) P2 
shall be the plane symmetrical to P1 about the longitudinal plane of 
the vehicle passing through point O.
    (c) P3: a plane passing through a transverse horizontal line 
containing O and forming an angle of 10 degrees above the horizontal 
plane;
    (d) P4: a plane passing through a transverse horizontal line 
containing O and forming an angle of 8 degrees below the horizontal 
plane.

[[Page 37519]]

[GRAPHIC] [TIFF OMITTED] TP21JN12.023

    S6.15.3.4 Determination of the test area for light transmittance 
for all vehicle categories. The test area for light transmittance is 
the transparent area, excluding any opaque obscuration and any shade 
band. For practical reasons relating to the method of mounting and 
means of installation, a windshield may incorporate an obscuration band 
which extends by not more than 25 mm (1 in) from the edge of the design 
glass outline. Additional opaque obscuration is also allowed in limited 
areas where a sensing device, e.g., a rain-drop detector or rear view 
mirror, will be bonded to the inner side of the windshield. The allowed 
areas where such devices may be applied are defined in paragraph 
S6.15.3.2.4.
[GRAPHIC] [TIFF OMITTED] TP21JN12.024


[[Page 37520]]


    S6.16 Measurement of the height of segment and position of the 
points of impact.
    S6.16.1 In the case of glazing having a simple curvature, the 
height of segment will be equal to: h1 maximum.
    S6.16.2 In the case of glazing having a double curvature, the 
height of segment will be equal to: h1 maximum + 
h2 maximum.
[GRAPHIC] [TIFF OMITTED] TP21JN12.025



[[Page 37521]]


    Issued on June 7, 2012.
Christopher J. Bonanti,
Associate Administrator for Rulemaking.
[FR Doc. 2012-14996 Filed 6-20-12; 8:45 am]
BILLING CODE 4910-59-C