[Federal Register Volume 63, Number 101 (Wednesday, May 27, 1998)]
[Rules and Regulations]
[Pages 28922-28957]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-13431]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. NHTSA-98-3836]
RIN 2127-AG55
Federal Motor Vehicle Safety Standards; Metric Conversion
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Final rule.
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[[Page 28923]]
SUMMARY: This document revises selected Federal Motor Vehicle Safety
Standards (FMVSS) by converting English measurements specified in those
standards to metric measurements. This is one of several rulemaking
actions that NHTSA is undertaking to implement the Federal policy that
the metric system of measurement is the preferred system of weights and
measures for United States trade and commerce. The conversions are not
intended to make any changes in the stringency of the affected FMVSS. A
companion final rule published in today's Federal Register converts
English measurements in selected safety standards on tires to metric
measurements.
DATES: This final rule is effective May 27, 1999. Optional early
compliance with the changes made in this final rule is permitted
beginning May 27, 1998.
ADDRESSES: Petitions for reconsideration of this final rule should
refer to the docket and notice number cited in the heading of this
final rule and be submitted to: Administrator, National Highway Traffic
Safety Administration, 400 Seventh St., SW, Washington, DC 20590. It is
requested but not required, that 10 copies be submitted.
FOR FURTHER INFORMATION CONTACT: Mr. Kevin Cavey, National Highway
Traffic Safety Administration, 400 Seventh Street, SW, Washington, DC
20590. Mr. Cavey's telephone number is: (202) 366-5271.
SUPPLEMENTARY INFORMATION:
I. Background Information
Section 5164 of the Omnibus Trade and Competitiveness Act (Pub. L.
100-418), makes it United States (U.S.) policy that the metric system
of measurement is the preferred system of weights and measures for
United States trade and commerce. Executive Order 12770 directs Federal
agencies to comply with the Act by adopting a conversion schedule for
their programs by September 30, 1992. In a Federal Register document of
April 21, 1992 (57 FR 14619), the National Highway Traffic Safety
Administration (NHTSA) published its plan to use the metric system in
NHTSA programs, and included an implementation schedule to convert the
Federal Motor Vehicle Safety Standards (FMVSSs) to metric measurements.
In a final rule published on March 14, 1995 (60 FR 13639), NHTSA
completed the first phase of metrication, converting English
measurements in the following FMVSSs to the metric system: Standard No.
102, Transmission shift lever sequence, starter interlock, and
transmission braking effect; Standard No. 103, Windshield defrosting
and defogging systems; Standard No. 104, Windshield wiping and washing
systems; Standard No. 107, Reflecting surfaces; Standard No. 110, Tire
selection and rims; Standard No. 112, Headlamp concealment devices;
Standard No. 114, Theft protection; Standard No. 115, Vehicle
identification number--basic requirements; Standard No. 120, Tire
selection and rims for motor vehicles other than passenger cars;
Standard No. 124, Accelerator control systems; Standard No. 126, Truck-
camper loading; Standard No. 205, Glazing materials; Standard No. 206,
Door locks and door retention components; Standard No. 207, Seating
systems; Standard No. 212, Windshield mounting, and Standard No. 216,
Roof crush resistance.
In the March 14, 1995 final rule, NHTSA established the following
principles for converting English system measurements to the metric
system:
(1) Equivalent conversions are generally favored, not exact ones;
(2) The term ``mass'' is favored over the term ``weight,'' except
when ``weight'' is used as part of a defined term;
(3) Force measurements are converted by specifying in the
regulatory language the steps for making the conversion; and
(4) Dual measurements (i.e., both English and metric measurements)
are used in a standard when it seems likely that it will be read by
persons not fully accustomed to using the metric system.
NHTSA stated its intent to follow these principles in future
metrication rulemakings.
II. Notice of Proposed Rulemaking for Second Phase
On April 21, 1997, NHTSA began its second phase of metricating the
FMVSSs by publishing a notice of proposed rulemaking to convert English
measurements in the following Federal Motor Vehicle Safety Standards to
the metric system: Standard No. 101, Controls and displays; Standard
No. 109, New pneumatic tires; Standard No. 111, Rearview mirrors;
Standard No. 116, Motor vehicle brake fluids; Standard No. 117,
Retreaded pneumatic tires; Standard No. 119, New pneumatic tires for
vehicles other than passenger cars; Standard No. 123, Motorcycle
controls and displays; Standard No. 201, Occupant protection in
interior impact; Standard No. 202, Head restraints; Standard No. 203,
Impact protection for the driver from the steering control system;
Standard No. 204, Steering control rearward displacement; Standard No.
209, Seat belt assemblies; Standard No. 210, Seat belt assembly
anchorages; Standard No. 219, Windshield zone intrusion; Standard No.
220, School bus rollover protection; Standard No. 222, School bus
passenger seating and crash protection; Standard No. 301, Fuel system
integrity; and Standard No. 302, Flammability of interior materials.
The agency raised issues concerning the following proposed
conversions: 1
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\1\ The issues relating to the other standards addressed in the
NPRM are discussed in today's companion notice.
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A. Exact Versus Equivalent Conversions--In the NPRM, NHTSA stated
that although it generally favors the use of equivalent conversions, it
will not use equivalent conversions where there is a specific safety
need or other reason to make an exact conversion. For certain proposed
conversions (i.e., ones involving requirements that specify the height
of lettering, the minimum depth to which the lettering must be
impressed, or the maximum height to which it must be embossed), NHTSA
proposed exact conversions, to minimize the possibility of
manufacturers' having to change molds and materials.
NHTSA also noted that it proposed in the following instances to
make exact conversions to avoid a possibility that the standard would
become more stringent as a result of the conversion: (1) In making any
conversions of gross vehicle weight ratings (GVWRs); and (2) in the
specifications for the loading of test vehicles in Standard No. 219,
Windshield zone intrusion, and Standard No. 301, Fuel system integrity.
Certain tested vehicles must be loaded to their unloaded vehicle weight
plus 300 pounds. In the NPRM, the agency proposed to convert 300 pounds
to 136 kilograms, the equivalent conversion. NHTSA proposed conversion
to 136 kilograms, instead of 140 kilograms, because a slight increase
in the load required for Standards Nos. 219 and 301 testing (resulting
from a conversion to 140 kilograms) might result in manufacturers
having to conduct a separate crash test for Standard No. 219 and
Standard No. 301 certification.
B. ``Mass'' vs. ``Weight''--NHTSA stated that in instances in which
the safety standards use ``weight'' to mean ``mass'' in describing
compliance testing conditions and procedures, or in other instances in
which the standards are primarily directed to engineers or other
technically trained persons, NHTSA will substitute ``mass'' for
``weight'' in the regulatory text. However, when ``weight'' is part of
a term defined at 49 CFR 571.3, such as ``curb weight,''
[[Page 28924]]
``gross axle weight rating,'' or ``unloaded vehicle weight,'' NHTSA
stated it will not make any change.
C. Force Measurements--In making the metric conversion of the force
measurements in Standard Nos. 220 and 222, NHTSA proposed to specify
the steps of the conversion in the regulatory language, to minimize the
chance of the wrong metric system conversion being made. For Standard
No. 220, NHTSA proposed to amend the force measurement language (in S4)
to provide that the roof of the vehicle's body structure shall be
subjected to a force in Newtons equal to 1.5 times the unloaded vehicle
weight, measured in kilograms and multiplied by 9.8 m/s2.
For Standard No. 222, NHTSA proposed to amend the force measurement
language (in S5.1.5) to provide that the seat cushion shall not
separate from the seat at any attachment point when subjected to an
upward force in Newtons of 5 times the mass of the seat cushion in
kilograms and multiplied by 9.8 m/s2.
D. Dual Measurements--The agency stated its belief that converting
some tables so that they contain only metric measurements would not be
very informative to American mirror manufacturers or to American tire
manufacturers and retreaders, many of whom may be more familiar with
English measurements. Therefore, in the case of the mirror and tire
standards, NHTSA proposed that the tables and regulatory text provide
both the English and metric systems of measurement. Specifically, in
Standard No. 111, Rearview mirrors, NHTSA proposed to provide both
English and metric measurements for radii of curvature specified in
Table I--``Conversion Table from Spherometer Dial Reading to Radius of
Curvature.'' Proposed changes to the tire standards are discussed in
the companion notice published in this Federal Register issue.
NHTSA sought public comment on the proposal to use dual
measurements for the specified tables and on the period of time after
which the English units of measurements should be phased out.
E. Leadtime--NHTSA proposed that, if made final, the changes
proposed in the NPRM take effect one year after the publication of the
final rule, with manufacturers given the option to comply immediately
with the amended language.
F. Other Changes--NHTSA also proposed to correct typographical and
or other nonsubstantive errors in Standard No. 207, Seating systems,
and Standard No. 210, Seat belt assembly anchorage, and to remove
outdated language in Standard No. 204, Steering control rearward
displacement, and Standard No. 210, Seat belt assembly anchorages.
III. Public Comments and NHTSA's Response
In response to the NPRM, NHTSA received comments from eighteen
commenters. The following commenters addressed only proposed metric
conversions in the tire standards: Japan Automobile Tire Manufacturers
Association; Goodyear; Rubber Manufacturers Association; Toyota; and
the European Tyre and Rim Technical Organization. Comments on the tire
standards are addressed in today's Federal Register notice on tire
metrication.
The American Society for Testing and Materials (ASTM) sent NHTSA a
copy of its 1996 version of ASTM G23 ``Practice for operating light-
exposure apparatus (carbon-arc type) with and without water for
exposure of nonmetallic materials'' as an example of how it was
converting its recommended practices to the metric system. ASTM stated
that the 1996 version has many improvements over the 1981 version.
Other commenters either addressed the principles used in making
conversions, or suggested changes to specific proposed conversions. The
following issues were addressed by commenters, and are followed by
NHTSA's response:
Exact vs. equivalent measurements--Mr. Bruce Barrow of the Defense
Information Systems Agency, on behalf of the Interagency Council on
Metric Policy, cautioned NHTSA to ``avoid implying much more precision
than is warranted.'' As an example of what it believed to be excess
precision, the Council cited the conversion of 10,000 lbs. to 4536
kilograms for gross vehicle weight ratings (GVWRs), recommending
instead that the conversion be made to 4500 kg. On the other hand,
Thomas Built and Volkswagen recommended that in converting the GVWR of
10,000 lbs, the exact conversion (4536 kg) be used, not the equivalent
conversion (4500 kg).
NHTSA has resolved the issue of GVWR conversions in the first round
of metrication (see final rule of March 14, 1995; 60 FR 13639) and will
not readdress that issue. NHTSA decided to use exact conversions for
GVWR measurements because, in some industries such as school bus
manufacturing, 36 kilograms (approximately 80 pounds) makes a
difference in determining whether a particular school bus must meet the
school bus standards for vehicles over 10,000 lbs. GVWR or vehicles
under 10,000 lbs.
The California Department of Transportation (CDOT) asked that NHTSA
not change references to GVWR until all truck size and weight
regulations are converted to the metric system. CDOT's request is
consistent with NHTSA's stated approach of not changing ``weight'' to
``mass'' when ``weight'' is part of a term defined at 49 CFR 571.3 such
as ``gross vehicle weight rating'' or ``curb weight.'' Mr. Gary Vigen
wrote that he favored equivalent conversions, rather than exact
conversions. Mr. Vigen did not give a reason for his position.
``Mass'' vs. ``Weight''--The Interagency Council on Metric Policy
commented that NHTSA should not consider redefining established terms
such as ``gross vehicle weight.'' As previously noted, NHTSA agrees
with this comment. The Council also recommended that because of
confusion regarding the use of the word ``weight'' vs. ``mass'', that
each standard include in its preface the statement: ``In this document
the word `weight' is used as a synonym for `mass.' '' Because adopting
this recommendation may make substantive changes in affected standards,
NHTSA is not making the suggested change in this final rule. However,
in its future metrication efforts, NHTSA will consider including the
Council's recommended statement for specific safety standards.
Professor E. A. Mechtly of the University of Illinois, Urbana,
commented generally that the NPRM's use of ``pound'' and ``weight''
required correction. However, since he did not specify where the terms
should be corrected, NHTSA is not making any changes in response to
Professor Mechtly's comments on this issue.
Force measurements--The Interagency Council on Metric Policy
recommended that in converting force measurements, the seat cushion or
unloaded vehicle weight, measured in kilograms, be multiplied by 10 m/
s2 rather than 9.8 m/s2. NHTSA is not adopting
this comment because, in Standard No. 220, School bus rollover
protection, and Standard No. 222, School bus passenger seating and
crash protection, where force measurements are used, using a factor of
10 may have the effect of making the Standards slightly more stringent
than under the English measurement system. However, NHTSA notes that
use of 9.8 in the Standards would not preclude a manufacturer from
using a factor of 10 when conducting its compliance testing with a
safety standard.
[[Page 28925]]
Dual Measurements--Mr. Gary Vigen wrote that he did not favor dual
unit tables because ``(i)n the long run, there is less chance for error
when only one set of units is used.'' The Interagency Council on Metric
Policy recommended that dual measurements be avoided as much as
possible. Land Rover questioned the necessity for dual English and
metric measurements when ``information is intended to be used by people
in the manufacturing industry.''
NHTSA agrees with the commenters that ideally, dual measurements
need not be used. However, as stated in the NPRM, NHTSA believes that
converting some tables so that they contain only metric measurements
may not be very informative for American mirror manufacturers or for
American tire manufacturers or retreaders, who may be more familiar
with the English system. NHTSA received no comment addressing whether
mirror manufacturers are familiar with the metric system and therefore
do not need dual measurements. NHTSA is adopting the proposal in the
NPRM for using dual measurements in Standard No. 111, Rearview mirrors.
Dual measurements for the tire standards are addressed in today's
companion final rule on metricating the tire standards.
Other Changes--Many commenters, including Ford, General Motors,
Land Rover, Mitsubishi, Volkswagen, and Transport Canada commented on
specific proposed changes to the safety standards. Many of the comments
noted typographical errors, or provided the correct abbreviation for a
metric measurement. NHTSA is adopting all of these technical comments.
In particular, General Motors noted that NHTSA did not propose to
convert to metric measurements, Figure 1 to Standard No. 219,
Windshield zone intrusion. The oversight has been corrected in the
final rule.
Land Rover also stated that in part 583, Automobile Parts Content
Labeling, the ``example provided * * * does not comply with the
labeling typeface requirements (block capitals) in the regulation/
standard.'' NHTSA does not believe that the ``PARTS CONTENT
INFORMATION'' example provided for part 583 requires correction from
the existing lower case to upper case because the specified information
is correct. NHTSA is therefore not adopting Land Rover's suggestion.
NHTSA is not adopting Professor Mechtly's suggested changes to
Standard No. 126, Truck-camper loading, because that standard was not
proposed to be amended in the April 1997 notice of proposed rulemaking.
NHTSA is also not adopting Professor Mechtly's recommended language for
Standard No. 220, Schoolbus rollover protection, because it believes
that adopting the language might result in a substantive change to the
standard.
Ford noted that, in Standard No. 111, Rearview mirrors, NHTSA did
not propose to convert Figure 3. NHTSA notes that Figure 3 ``Camera
Locations for School Bus Field-of-View Test'' is already described in
both metric and English system measurements.
Standard No. 201--In the notice of proposed rulemaking, NHTSA
proposed metricating Standard No. 201, Occupant Protection in Interior
Impacts. However, on April 8, 1997 (62 FR 16718), NHTSA published a
final rule metricating Standard No. 201. Since Standard No. 201 has
already been metricated, this final rule will not make changes to
Standard No. 201.
Leadtime--In the NPRM, NHTSA proposed that, if made final, the
changes in the NPRM take effect one year after the final rule is
published in the Federal Register. NHTSA received no comments relating
to the leadtime that should be provided for changes to standards for
products other than tires. Thus, for the non-tire FMVSSs, the changes
in this final rule will take effect one year after the publication of
this final rule. Today's companion Federal Register notice addressing
metric conversions in the tire standards addresses leadtime for the
tire standards.
IV. Regulatory Impacts
A. Executive Order 12866 and DOT Regulatory Policies and Procedures
NHTSA has examined the impact of this rulemaking action under E.O.
12866 and the Department of Transportation's regulatory policies and
procedures. This rulemaking document was not reviewed under E. O.
12866, ``Regulatory Planning and Review.'' This action has been
determined to be not ``significant'' under DOT's regulatory policies
and procedures.
In converting the Federal Motor Vehicle Safety Standards from the
English to the metric measurement system, the agency has made
conversions in a way that does not substantively change the performance
requirements of the FMVSS's. As a result of this rule, manufacturers
now providing consumer information (e.g., labeling) may incur minimal
additional costs since they would have to change their information to
add the metric units. However, the agency believes additional costs
would be minuscule, since manufacturers currently label and provide
consumer information in English units. The impacts of this action are
so minor that a full regulatory evaluation for this proposed rule has
not been prepared.
B. Regulatory Flexibility Act
The agency has also considered the effects of this rulemaking
action under the Regulatory Flexibility Act (5 U.S.C. 601 et seq.). I
certify that this final rule will not have a significant economic
impact on a substantial number of small entities. The rationale for
this certification is that converting the FMVSS from the English system
to the metric system will not substantively change the performance
requirements of any of the Federal Motor Vehicle Safety Standards.
Manufacturers that qualify as small businesses that have not been
labeling their products in metric units or provide consumer information
in metric units will incur some costs to include metric information on
their labeling. However, the agency believes such costs will be
minimal, given these manufacturers are currently labeling and providing
the consumer information in English units.
C. Environmental Impacts
In accordance with the National Environmental Policy Act of 1969,
the agency has considered the environmental impacts of this rulemaking
action and determined that, as a final rule, it will not have a
significant impact on the quality of the human environment.
D. Federalism
This action has been analyzed in accordance with the principles and
criteria contained in Executive Order 12612, and it has been determined
that the final rule does not have sufficient federalism implications to
warrant the preparation of a Federalism Assessment.
E. Civil Justice Reform
This rule will not have a retroactive effect. Under 49 U.S.C.
section 30103, whenever a Federal motor vehicle safety standard is in
effect, a state may not adopt or maintain a safety standard applicable
to the same aspect of performance which is not identical to the Federal
standard. 49 U.S.C. section 30106 sets forth a procedure for judicial
review of final rules establishing, amending or revoking Federal motor
vehicle safety standards. That section does not require submission of a
petition for reconsideration or other administrative proceedings before
parties may file suit in court.
[[Page 28926]]
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Motor vehicles, Rubber and rubber
products, Tires.
In consideration of the foregoing, the Federal Motor Vehicle Safety
Standards (49 CFR part 571), are amended as set forth below.
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
1. The authority citation for part 571 continues to read as
follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
2. Section 571.101 is amended by revising S5(a) and revising S5.3.5
to read as follows:
Sec. 571.101 Standard No. 101, Controls and displays.
* * * * *
S5. Requirements. (a) Except as provided in paragraph (b) of this
section, each passenger car, multipurpose passenger vehicle, truck and
bus manufactured with any control listed in S5.1 or in column 1 of
Table 1, and each passenger car, multipurpose passenger vehicle and
truck or bus less than 4,536 kg GVWR with any display listed in S5.1 or
in column 1 of Table 2 shall meet the requirements of this standard for
the location, identification, and illumination of such control or
display.
* * * * *
S5.3.5 Any source of illumination within the passenger compartment
which is forward of a transverse vertical plane 110 mm rearward of the
manikin ``H'' point with the driver's seat in its rearmost driving
position, which is not used for the controls and displays regulated by
this standard, which is not a telltale, and which is capable of being
illuminated while the vehicle is in motion, shall have either (1) light
intensity which is manually or automatically adjustable to provide at
least two levels of brightness, (2) a single intensity that is barely
discernible to a driver who has adapted to dark ambient roadway
conditions, or (3) a means of being turned off. This requirement does
not apply to buses that are normally operated with the passenger
compartment illuminated.
* * * * *
3. Section 571.101 is amended by revising Table 1 and Table 2 that
follow S6 to read as follows:
BILLING CODE 4910-59-P
[[Page 28927]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.000
[[Page 28928]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.001
BILLING CODE 4910-59-C
[[Page 28929]]
4. Section 571.111 is amended by revising S5.1.1; revising S5.1.2;
revising S5.2.1; revising S5.4.2; revising S5.4.3; revising S6;
revising S6.1; revising S7; revising S7.1; revising S8; revising S8.1;
revising S9.2; revising S9.3; revising S10.1; revising S12.2; revising
S12.3; revising S12.4; and revising S13.2 to read as follows:
Sec. 571.111 Standard No. 111, Rearview mirrors.
* * * * *
S5.1.1 Field of view. Except as provided in S5.3, the mirror shall
provide a field of view with an included horizontal angle measured from
the projected eye point of at least 20 degrees, and sufficient vertical
angle to provide a view of a level road surface extending to the
horizon beginning at a point not greater than 60 m to the rear of the
vehicle when the vehicle is occupied by the driver and four passengers
or the designated occupant capacity, if less, based on an average
occupant weight of 68 kg. The line of sight may be partially obscured
by seated occupants or by head restraints. The location of the driver's
eye reference points shall be those established in Motor Vehicle Safety
Standard No. 104 (Sec. 571.104) or a nominal location appropriate for
any 95th percentile male driver.
S5.1.2 Mounting. The mirror mounting shall provide a stable
support for the mirror, and shall provide for mirror adjustment by
tilting in both the horizontal and vertical directions. If the mirror
is in the head impact area, the mounting shall deflect, collapse or
break away without leaving sharp edges when the reflective surface of
the mirror is subjected to a force of 400 N in any forward direction
that is not more than 45 deg. from the forward longitudinal direction.
S5.2.1 Field of view. Each passenger car shall have an outside
mirror of unit magnification. The mirror shall provide the driver a
view of a level road surface extending to the horizon from a line,
perpendicular to a longitudinal plane tangent to the driver's side of
the vehicle at the widest point, extending 2.4 m out from the tangent
plane 10.7 m behind the driver's eyes, with the seat in the rearmost
position. The line of sight may be partially obscured by rear body or
fender contours. The location of the driver's eye reference points
shall be those established in Motor Vehicle Safety Standard No. 104
(Sec. 571.104) or a nominal location appropriate for any 95th
percentile male driver.
* * * * *
S5.4.2 Each convex mirror shall have permanently and indelibly
marked at the lower edge of the mirror's reflective surface, in letters
not less than 4.8 mm nor more than 6.4 mm high the words ``Objects in
Mirror Are Closer Than They Appear.''
S5.4.3 The average radius of curvature of each such mirror, as
determined by using the procedure in S12., shall be not less than 889
mm and not more than 1,651 mm.
S6. Requirements for multipurpose passenger vehicles, trucks, and
buses, other than school buses, with GVWR of 4,536 kg or less.
S6.1 Each multipurpose passenger vehicle, truck and bus, other
than a school bus, with a GVWR of 4,536 kg or less shall have either--
(a) Mirrors that conform to the requirements of S5.; or
(b) Outside mirrors of unit magnification, each with not less than
126 cm2 of reflective surface, installed with stable
supports on both sides of the vehicle, located so as to provide the
driver a view to the rear along both sides of the vehicle, and
adjustable in both the horizontal and vertical directions to view the
rearward scene.
S7. Requirements for multipurpose passenger vehicles and trucks
with a GVWR of more than 4,536 kg and less than 11,340 kg and buses,
other than school buses, with a GVWR of more than 4,536 kg.
S7.1 Each multipurpose passenger vehicle and truck with a GVWR of
more than 4,536 kg and less than 11,340 kg and each bus, other than a
school bus, with a GVWR of more than 4,536 kg shall have outside
mirrors of unit magnification, each with not less than 323
cm2 of reflective surface, installed with stable supports on
both sides of the vehicle. The mirrors shall be located so as to
provide the driver a view to the rear along both sides of the vehicle
and shall be adjustable both in the horizontal and vertical directions
to view the rearward scene.
S8. Requirements for multipurpose passenger vehicles and trucks
with a GVWR of 11,340 kg or more.
S8.1 Each multipurpose passenger vehicle and truck with a GVWR of
11,340 kg or more shall have outside mirrors of unit magnification,
each with not less than 323 cm2 of reflective surface,
installed with stable supports on both sides of the vehicle. The
mirrors shall be located so as to provide the driver a view to the rear
along both sides of the vehicle and shall be adjustable both in the
horizontal and vertical directions to view the rearward scene.
* * * * *
S9.2 System A shall be located with stable supports so that the
portion of the system on the bus's left side, and the portion on its
right side, each:
(a) Includes at least one mirror of unit magnification with not
less than 323 cm2 of reflective surface; and
(b) Includes one or more mirrors which together provide, at the
driver's eye location, a view of:
(1) For the mirror system on the right side of the bus, the entire
top surface of cylinder N in Figure 2, and of that area of the ground
which extends rearward from the mirror surface not less than 61 meters.
(2) For the mirror system on the left side of the bus, the entire
top surface of cylinder M in Figure 2, and of that area of the ground
which extends rearward from the mirror surface not less than 61 meters.
S9.3(a) For each of the cylinders A though P whose entire top
surface is not directly visible from the driver's eye location, System
B shall provide, at that location:
(1) A view of the entire top surface of that cylinder.
(2) A view of the ground that overlaps with the view of the ground
provided by System A.
(b) Each mirror installed in compliance with S9.3(a) shall meet the
following requirements:
(1) Each mirror shall have a projected area of at least 258
cm2, as measured on a plane at a right angle to the mirror's
axis.
(2) Each mirror shall be located such that the distance from the
center point of the eye location of a 25th percentile adult female
seated in the driver's seat to the center of the mirror shall be at
least 95 cm2.
(3) Each mirror shall have no discontinuities in the slope of the
surface of the mirror.
(4) Each mirror shall be installed with a stable support.
(c) Each school bus which has a mirror installed in compliance with
S9.3(a) that has an average radius of curvature of less than 889 mm, as
determined under S12, shall have a label visible to the seated driver.
The label shall be printed in a type face and color that are clear and
conspicuous. The label shall state the following:
``USE CROSS VIEW MIRRORS TO VIEW PEDESTRIANS WHILE BUS IS STOPPED.
DO NOT USE THESE MIRRORS TO VIEW TRAFFIC WHILE BUS IS MOVING. IMAGES IN
SUCH MIRRORS DO NOT ACCURATELY SHOW ANOTHER VEHICLE'S LOCATION.''
* * * * *
S10.1 Each motorcycle shall have either a mirror of unit
magnification
[[Page 28930]]
with not less than 8065 mm2 of reflective surface, or a
convex mirror with not less than 6450 mm2 of reflective
surface and an average radius of curvature not less than 508 mm and not
greater than 1524 mm, installed with a stable support, and mounted so
that the horizontal center of the reflective surface is at least 279 mm
outward of the longitudinal centerline of the motorcycle. The mirror
shall be adjustable by tilting in both the horizontal and vertical
directions.
* * * * *
S12.2 The 3-point linear spherometer has two outer fixed legs 38
mm apart and one inner movable leg at the midpoint. The spherometer has
a dial indicator with a scale that can be read accurately to .0025 mm,
with the zero reading being a flat surface.
S12.3 The 10 test positions on the image display consist of two
positions at right angles to each other at each of five locations as
shown in Figure 1. The locations are at the center of the mirror, at
the left and right ends of a horizontal line that bisects the mirror
and at the top and bottom ends of a vertical line that bisects the
mirror. None of the readings are within a 6.4 mm border on the edge of
the image display.
S12.4 At each position, the spherometer is held perpendicular to
the convex mirror-surface and a record is made of the reading on the
dial indicator to the nearest .0025 mm.
* * * * *
S13.2 The cylinders are 0.3048 m high and 0.3048 m in diameter,
except for cylinder P which is 0.9144 m high and 0.3048 m in diameter.
* * * * *
5. In Sec. 571.111, Table I--``Conversion Table from Spherometer
Dial Reading to Radius of Curvature'', following Figure 1 in S12.8,
would be revised to read as follows:
Table I.--Conversion Table From Spherometer Dial Reading to Radius of
Curvature
------------------------------------------------------------------------
Radius of Radius of
Dial reading curvature curvature
(inches) (mm)
------------------------------------------------------------------------
.00330............................................ 85.2 2164.1
.00350............................................ 80.4 2042.2.
.00374............................................ 75.2 1910.1
.00402............................................ 70.0 1778.0
.00416............................................ 67.6 1717.0
.00432............................................ 65.1 1653.5
.00450............................................ 62.5 1587.5
.00468............................................ 60.1 1526.5
.00476............................................ 59.1 1501.1
.00484............................................ 58.1 1475.7
.00492............................................ 57.2 1452.9
.00502............................................ 56.0 1422.4
.00512............................................ 54.9 1394.5
.00522............................................ 53.8 1369.1
.00536............................................ 55.5 1333.5
.00544............................................ 51.7 1313.2
.00554............................................ 50.8 1290.3
.00566............................................ 49.7 1262.4
.00580............................................ 48.5 1231.9
.00592............................................ 47.5 1206.5
.00606............................................ 46.4 1178.6
.00622............................................ 45.2 1148.1
.00636............................................ 44.2 1122.7
.00654............................................ 43.0 1092.2
.00668............................................ 42.1 1069.3
.00686............................................ 41.0 1041.1
.00694............................................ 40.5 1028.7
.00720............................................ 39.1 993.1
.00740............................................ 38.0 965.2
.00760............................................ 37.0 939.8
.00780............................................ 36.1 916.9
.00802............................................ 35.1 891.5
.00922............................................ 34.2 868.7
.00850............................................ 33.1 840.7
.00878............................................ 32.0 812.8
.00906............................................ 31.0 787.4
.00922............................................ 30.5 774.7
.00938............................................ 30.0 762.0
.00960............................................ 29.3 744.2
.00980............................................ 28.7 728.9
.01004............................................ 28.0 711.2
.01022............................................ 27.5 698.5
.01042............................................ 27.0 685.8
.01060............................................ 26.5 673.1
.01080............................................ 26.0 660.4
.01110............................................ 25.3 642.6
.01130............................................ 24.9 632.5
.01170............................................ 24.0 609.6
.01200............................................ 23.4 594.4
.01240............................................ 22.7 576.6
.01280............................................ 22.0 558.8
.01310............................................ 21.5 546.1
.01360............................................ 20.7 525.8
.01400............................................ 20.1 510.5
.01430............................................ 19.1 500.4
.01460............................................ 19.0 482.6
.01540............................................ 18.3 464.8
.01570............................................ 17.9 454.7
.01610............................................ 17.5 444.5
.01650............................................ 17.1 434.3
.01700............................................ 16.6 421.6
.01750............................................ 16.1 408.9
.01800............................................ 15.6 396.2
.01860............................................ 15.1 383.5
.01910............................................ 14.7 373.4
.01980............................................ 14.2 360.7
.02040............................................ 13.8 350.5
.02100............................................ 13.4 340.4
.02160............................................ 13.0 330.2
.02250............................................ 12.5 317.5
.02340............................................ 12.0 304.8
.02450............................................ 11.5 292.1
.02560............................................ 11.2 279.4
.02680............................................ 10.5 266.7
.02810............................................ 10.0 254.0
.02960............................................ 9.5 241.3
.03130............................................ 9.0 228.6
.03310............................................ 8.5 215.9
------------------------------------------------------------------------
6. In Sec. 571.111, Figure 2 ``Location of Test Cylinders for
School Bus Field-of-View Test'', after S13.3(g), is revised to read as
follows:
BILLING CODE 4910-59-P
[[Page 28931]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.002
BILLING CODE 4910-59-C
[[Page 28932]]
7. Section 571.116 is amended by revising S5.1.3; revising S5.2.1;
revising in S5.2.2.2, the introductory paragraph and paragraph (g)(4);
revising in S5.2.2.3, the introductory paragraph, paragraph (d) and
paragraph (e)(4); revising S6.3; revising in S6.6.6, paragraph (a);
revising S6.8.3; revising in S6.10.3, paragraph (a); revising S6.11.1;
revising S6.11.6; revising, in S6.13.2, paragraph (b); revising in
S6.13.3, paragraph (b), revising in S6.13.4, paragraph (c)(1); revising
S7.4.2; and revising in S7.5.1, paragraph (b), to read as follows:
Sec. 571.116 Standard No. 116, Motor vehicle brake fluids.
* * * * *
S5.1.3. Kinematic viscosities. When brake fluid is tested according
to S6.3, the kinematic viscosities in square millimeters per second at
stated temperatures shall be neither less than 1.5 mm\2\/s at 100 deg.
C. (212 deg. F.) nor more than the following maximum value for the
grade indicated:
(a) DOT 3: 1,500 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
(b) DOT 4: 1,800 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
(c) DOT 5: 900 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
* * * * *
S5.2.1 Container sealing. Each brake fluid or hydraulic system
mineral oil container with a capacity of 177 mL or more shall be
provided with a resealable closure that has an inner seal impervious to
the packaged brake fluid. The container closure shall include a tamper-
proof feature that will either be destroyed or substantially altered
when the container closure is initially opened.
* * * * *
S5.2.2.2 Each packager of brake fluid shall furnish the
information specified in paragraphs (a) through (g) of this S5.2.2.2 by
clearly marking it on each brake fluid container or on a label (labels)
permanently affixed to the container, in any location except a
removable part such as a lid. After being subjected to the operations
and conditions specified in S6.14, the information required by this
section shall be legible to an observer having corrected visual acuity
of 20/40 (Snellen ratio) at a distance of 305 mm, and any label affixed
to the container in compliance with this section shall not be removable
without its being destroyed or defaced.
* * * * *
(g) * * *
(4) CAUTION: DO NOT REFILL CONTAINER, AND DO NOT USE FOR OTHER
LIQUIDS. (Not required for containers with a capacity in excess of 19
L.)
S5.2.2.3 Each packager of hydraulic system mineral oil shall
furnish the information specified in paragraphs (a) through (e) of this
S5.2.2.3 by clearly marking it on each brake fluid container or on a
label (labels) permanently affixed to the container, in any location
except a removable part such as a lid. After being subjected to the
operations and conditions specified in S6.14, the information required
by this section shall be legible to an observer having corrected visual
acuity of 20/40 (Snellen ratio) at a distance of 305 mm and any label
affixed to the container in compliance with this section shall not be
removable without its being destroyed or defaced.
* * * * *
(d) Designation of the contents as ``HYDRAULIC SYSTEM MINERAL OIL''
in capital letters at least 3 mm high.
(e) The following safety warnings in capital and lowercase letters
as indicated:
* * * * *
(4) CAUTION: STORE HYDRAULIC SYSTEM MINERAL OIL ONLY IN ITS
ORIGINAL CONTAINER. KEEP CONTAINER CLEAN AND TIGHTLY CLOSED. DO NOT
REFILL CONTAINER OR USE OTHER LIQUIDS. (The last sentence is not
required for containers with a capacity in excess of 19 L.)
* * * * *
S6.3 Kinematic viscosity. Determine the kinematic viscosity of a
brake fluid in mm\2\s by the following procedure. Run duplicate samples
at each of the specified temperatures, making two timed runs on each
sample.
* * * * *
S6.6.6 Calculation
(a) Measure the area of each type of test strip to the nearest
square centimeter. Divide the average change in mass for each type by
the area of that type.
* * * * *
S6.8.3 Procedure. Obtain the tare weight of each of the four
covered petri dishes to the nearest 0.01 gram. Place 251
ml. of brake fluid in each dish, replace proper covers and reweigh.
Determine the weight of each brake fluid test specimen by the
difference. Place the four dishes, each inside its inverted cover, in
the oven at 100 deg.2 deg. C. (212 deg.4 deg.
F.) for 462 hours. (Note: Do not simultaneously heat more
than one fluid in the same oven.) Remove the dishes from the oven,
allow to cool to 23 deg.5 deg. C.
(73.4 deg.9 deg. F.), and weigh. Return to the oven for an
additional 242 hours. If at the end of 724
hours the average loss by evaporation is less than 60 percent,
discontinue the evaporation procedure and proceed with examination of
the residue. Otherwise, continue this procedure either until
equilibrium is reached as evidenced by an incremental mass loss of less
than 0.25 gram in 24 hours on all individual dishes or for a maximum of
7 days. During the heating and weighing operation, if it is necessary
to remove the dishes from the oven for a period of longer than 1 hour,
the dishes shall be stored in a desiccator as soon as cooled to room
temperature. Calculate the percentage of fluid evaporated from each
dish. Examine the residue in the dishes at the end of 1 hour at
23 deg.5 deg. C. (73.4 deg.9 deg. F.). Rub any
sediment with the fingertip to determine grittiness or abrasiveness.
Combine the residues from all four dishes in a 118 mL (4-ounce) oil-
sample bottle and store vertically in a cold chamber at minus
5 deg.1 deg. C. (23 deg.5 deg. F.) for
6010 minutes. Quickly remove the bottle and place in the
horizontal position. The residue must flow at least 5 mm (0.2 inch)
along the tube within 5 seconds.
* * * * *
S6.10.3 Procedure
(a) At low temperature.
Mix 500.5 mL of brake fluid with 500.5 mL
of SAE RM-66-04 Compatibility Fluid. Pour this mixture into a
centrifuge tube and stopper with a clean dry cork. Place tube in the
cold chamber maintained at minus 40 deg.2 deg. C. (minus
40 deg.4 deg. F). After 242 hours, remove tube,
quickly wipe with a clean lint-free cloth saturated with ethanol
(isopropanol when testing DOT 5 fluids) or acetone. Examine the test
specimen for evidence of slugging, sedimentation, or crystallization.
Test fluids, except DOT 5 SBBF, shall be examined for stratification.
* * * * *
S6.11.1 Summary of procedure.
Brake fluids, except DOT 5 SBBF, are activated with a mixture of
approximately 0.2 percent benzoyl peroxide and 5 percent water. DOT 5
SBBF is humidified in accordance with S6.2 eliminating determination of
the ERBP, and then approximately 0.2 percent benzoyl peroxide is added.
A corrosion test strip assembly consisting of cast iron and an aluminum
strip separated by tinfoil squares at each end is then rested on a
piece of SBR WC cup positioned so that the test strip is half immersed
in the fluid and oven aged at 70 deg. C. (158 deg. F.) for 168 hours.
At the end of this period, the metal strips are examined for pitting,
etching, and loss of mass.
* * * * *
[[Page 28933]]
S6.11.6 Calculation. Determine corrosion loss by dividing the
change in mass of each metal strip by the total surface area of each
strip measured in square millimeters (mm2), to the nearest
square millimeter (mm2). Average the results for the two
strips of each type of metal, rounding to the nearest 0.05 mg. per 100
square millimeter (mm2). If only one of the duplicates fails
for any reason, run a second set of duplicate samples. Both repeat
samples shall meet all requirements of S5.1.11.
* * * * *
S6.13.2 Apparatus and equipment.
* * * * *
(b) Braking pressure actuation mechanism. An actuating mechanism
for applying a force to the master cylinder pushrod without side
thrust. The amount of force applied by the actuating mechanism shall be
adjustable and capable of applying sufficient thrust to the master
cylinder to create a pressure of at least 6895 kPa (1,000 p.s.i.) in
the simulated brake system. A hydraulic gage or pressure recorder,
having a range of at least 0 to 6895 kPa (0 to 1,000 p.s.i), shall be
installed between the master cylinder and the brake assemblies and
shall be provided with a shutoff valve and with a bleeding valve for
removing air from the connecting tubing. The actuating mechanism shall
be designed to permit adjustable stroking rates of approximately 1,000
strokes per hour. Use a mechanical or electrical counter to record the
total number of strokes.
* * * * *
S6.13.3 Materials.
* * * * *
(b) Steel tubing. Double wall steel tubing meeting SAE
specification J527. A complete replacement of tubing is essential when
visual inspection indicates any corrosion or deposits on inner surface
of tubing. Tubing from master cylinder to one wheel cylinder shall be
replaced for each test (minimum length .9 m.) Uniformity in tubing size
is required between master cylinder and wheel cylinder. The standard
master cylinder has two outlets for tubing, both of which must be used.
* * * * *
S6.13.4 Preparation of test apparatus.
* * * * *
(c) Assembly and adjustment of test apparatus.
(1) When using a shoe and drum type apparatus, adjust the brake
shoe toe clearances to 1.00.1 mm (0.0400.004
inch). Fill the system with brake fluid, bleeding all wheel cylinders
and the pressure gage to remove entrapped air. Operate the actuator
manually to apply a pressure greater than the required operating
pressure and inspect the system for leaks. Adjust the actuator and/or
pressure relief valve to obtain a pressure of 6895 kPa345
kPa (1,00050 p.s.i.). A smooth pressure stroke pattern is
required when using a shoe and drum type apparatus. The pressure is
relatively low during the first part of the stroke and then builds up
smoothly to the maximum stroking pressure at the end of the stroke, to
permit the primary cup to pass the compensating hole at a relatively
low pressure. Using stroking fixtures, adjust the actuator and/or
pressure relief valve to obtain a pressure of 6895 kPa345
kPa (1,00050 p.s.i.).
* * * * *
S7.4.2 Procedure. Make hardness measurements at
23 deg.2 deg. C. (73.4 deg.4 deg.F.).
Equilibrate the tester and anvils at this temperature prior to use.
Center brake cups lip side down on an anvil of appropriate hardness.
Following the manufacturer's operating instructions for the hardness
tester, make one measurement at each of four points 6 mm from the
center of the cup and spaced 90 deg. apart. Average the four values,
and round off to the nearest IRHD.
* * * * *
S7.5.1 Apparatus.
* * * * *
(b) Centrifuge. A centrifuge capable of whirling two or more filled
centrifuge tubes at a speed which can be controlled to give a relative
centrifugal force (r.c.f.) between 600 and 700 at the tip of the tubes.
The revolving head, trunnion rings, and trunnion cups, including the
rubber cushion, shall withstand the maximum centrifugal force capable
of being delivered by the power source. The trunnion cups and cushions
shall firmly support the tubes when the centrifuge is in motion.
Calculate the speed of the rotating head using this equation:
r.p.m. = 265[25.4 x r.c.f./d]
Where:
r.c.f. = Relative centrifugal force, and
d = Diameter of swing, in millimeters, measured between tips of
opposing tubes when in rotating position.
Table VI shows the relationship between diameter, swing, relative
centrifugal force (r.c.f.), and revolutions per minute.
Table VI.--Rotation Speeds for Centrifuges of Various Diameters
------------------------------------------------------------------------
r.p.m. at
Diameter of swing in millimeters a r.p.m. at 700
600 r.c.f r.c.f.
------------------------------------------------------------------------
483............................................... 1490 1610
508............................................... 1450 1570
533............................................... 1420 1530
559............................................... 1390 1500
------------------------------------------------------------------------
a Measured in millimeters between tips of opposite tubes when in
rotating position.
* * * * *
8. Section 571.123 would be amended by revising S5.2.3 to read as
follows:
Sec. 571.123 Standard No. 123, Motorcycle controls and displays.
* * * * *
S5.2.3 Control and display identification. If an item of equipment
in Table 3, Column 1, is provided, the item and its operational
function shall be identified by:
(a) A symbol substantially in the form shown in Column 3; or
(b) Wording shown in both Column 2 and Column 4; or
(c) A symbol substantially in the form shown in Column 3 and
wording shown in both Column 2 and Column 4.
(d) The abbreviations ``M.P.H.'', ``km/h'', ``r/min'', ``Hi'',
``Lo'', ``L'', ``R'', and ``Res'' appearing in Column 2 and Column 4
may be spelled in full. Symbols and words may be provided for equipment
items where none are shown in Column 2, Column 3, and Column 4. Any
identification provided shall be placed on or adjacent to the control
or display position, and shall appear upright to the operator.
* * * * *
9. In Sec. 571.123, Table 3 ``Motorcycle Control and Display
Identification Requirements'' that follows S5.2.5 and Tables 1 and 2
would be revised to read as follows:
BILLING CODE 4910-59-P
[[Page 28934]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.003
BILLING CODE 4910-59-P
[[Page 28935]]
10. Section 571.202 is amended by revising S2; revising S4.2;
revising S4.3; revising in S5.1, paragraph (c), and revising S5.2 to
read as follows:
Sec. 571.202 Standard No. 202, Head restraints.
* * * * *
S2. Application. This standard applies to passenger cars, and to
multipurpose passenger vehicles, trucks and buses with a GVWR of 4,536
kg or less.
* * * * *
S4.2 Each truck, multipurpose passenger vehicle and bus with a
GVWR of 4,536 kg or less, shall comply with S4.3.
S4.3 Performance levels. Except for school buses, a head restraint
that conforms to either (a) or (b) shall be provided at each outboard
front designated seating position. For school buses, a head restraint
that conforms to either (a) or (b) shall be provided for the driver's
seating position.
(a) It shall, when tested in accordance with S5.1, during a forward
acceleration of at least 78 m/s2 on the seat supporting
structure, limit rearward angular displacement of the head reference
line to 45 deg. from the torso reference line; or
(b) It shall, when adjusted to its fully extended design position,
conform to each of the following--
(1) When measured parallel to torso line, the top of the head
restraint shall not be less than 700 mm above the seating reference
point;
(2) When measured either 64 mm below the top of the head restraint
or 635 mm above the seating reference point, the lateral width of the
head restraint shall be not less than--
(i) 254 mm for use with bench-type seats; and
(ii) 171 mm for use with individual seats:
(3) When tested in accordance with S5.2, the rearmost portion of
the head form shall not be displaced to more than 102 mm
perpendicularly rearward of the displaced extended torso reference line
during the application of the load specified in S5.2(c); and
(4) When tested in accordance with S5.2, the head restraint shall
withstand an increasing load until one of the following occurs:
(i) Failure of the seat or seat back; or
(ii) Application of a load of 890 N.
* * * * *
(c) During forward acceleration applied to the structure supporting
the seat as described in this paragraph, measure the maximum rearward
angular displacement between the dummy torso reference line and head
reference line. When graphically depicted, the magnitude of the
acceleration curve shall not be less than that of a half-sine wave
having the amplitude of 78 m/s2 and a duration of 80
milliseconds and not more than that of a half-sine wave curve having an
amplitude of 94 m/s2 and a duration of 96 milliseconds.
S5.2 Compliance with S4.3(b) shall be demonstrated in accordance
with the following with the head restraint in its fully extended design
position:
(a) Place a test device, having the back plan dimensions and torso
line (centerline of the head room probe in full back position), of the
three dimensional SAE J826 manikin, at the manufacturer's recommended
design seated position.
(b) Establish the displaced torso reference line by applying a
rearward moment of 373 Nm moment about the seating reference point to
the seat back through the test device back pan located in (a).
(c) After removing the back pan, using a 165 mm diameter spherical
head form or cylindrical head form having a 165 mm diameter in plan
view and a 152 mm height in profile view, apply, perpendicular to the
displaced torso reference line, a rearward initial load 64 mm below the
top of the head restraint that will produce a 373 Nm moment about the
seating reference point.
(d) Gradually increase this initial load to 890 N or until the seat
or seat back fails, whichever occurs first.
11. Section 571.203 is amended by revising S2; revising S4; and
revising S5.1 to read as follows:
Sec. 571.203 Standard No. 203, Impact protection for the driver from
the steering control system.
* * * * *
S2. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks and buses with a gross vehicle
weight rating of 4,536 kg or less. However, it does not apply to
vehicles that conform to the frontal barrier crash requirements (S5.1)
of Standard No. 208 (49 CFR 571.208) by means of other than seat belt
assemblies. It also does not apply to walk-in vans.
* * * * *
S4. Requirements. Each passenger car and each multipurpose
passenger vehicle, truck and bus with a gross vehicle weight rating of
4,536 kg or less manufactured on or after September 1, 1981 shall meet
the requirements of S5.1 and S5.2.
S5. Impact protection requirements.
S5.1 Except as provided in this paragraph, the steering control
system of any vehicle to which this standard applies shall be impacted
in accordance with S5.1(a). However, the steering control system of any
such vehicle manufactured on or before August 31, 1996, may be impacted
in accordance with S5.1(b).
(a) When the steering control system is impacted by a body block in
accordance with SAE Recommended Practice J944 JUN80 Steering Control
System--Passenger Car--Laboratory Test Procedure, at a relative
velocity of 24.1 km/h, the impact force developed on the chest of the
body block transmitted to the steering control system shall not exceed
11,110 N, except for intervals whose cumulative duration is not more
than 3 milliseconds.
(b) When the steering control system is impacted in accordance with
Society of Automotive Engineers Recommended Practice J944, ``Steering
Wheel Assembly Laboratory Test Procedure,'' December 1965, or an
approved equivalent, at a relative velocity of 24 km/h, the impact
force developed on the chest of the body block transmitted to the
steering control system shall not exceed 11,120 N, except for intervals
whose cumulative duration is not more than 3 milliseconds.
* * * * *
12. Section 571.204 is amended by revising S4.2 to read as follows:
Sec. 571.204 Standard No. 204, Steering control rearward displacement.
* * * * *
S4.2 Vehicles manufactured on or after September 1, 1991. When a
passenger car or a truck, bus or multipurpose passenger vehicle with a
gross vehicle weight rating of 4,536 kg or less and an unloaded vehicle
weight of 2,495 kg or less is tested under the conditions of S5 in a
48.3 km/h perpendicular impact into a fixed collision barrier, the
upper end of the steering column and shaft in the vehicle shall not be
displaced more than 127 mm in a horizontal rearward direction parallel
to the longitudinal axis of the vehicle. The amount of displacement
shall be measured relative to an undisturbed point on the vehicle and
shall represent the maximum dynamic movement of the upper end of the
steering column and shaft during the crash test.
* * * * *
13. Section 571.207 is amended by revising S5.1.2 to read as
follows:
Sec. 571.207 Standard No. 207, Seating systems.
* * * * *
S5.1.2 If the seat back and the seat bench are attached to the
vehicle by different attachments, attach to each
[[Page 28936]]
component a fixture capable of transmitting a force to that component.
Apply forces, in newtons, equal to 20 times the mass of the seat back
in kilograms multiplied by 9.8 m/s\2\ horizontally through the center
of gravity of the seat back, as shown in Figure 2 and apply forces, in
newtons, equal to 20 times the mass of the seat bench in kilograms
multiplied by 9.8 m/s\2\ horizontally through the center of gravity of
the seat bench, as shown in Figure 3.
* * * * *
14. Section 571.209 is amended by revising in S4.1, paragraphs (f)
and (g)(3); revising in S4.2, paragraphs (a), (b) and (c); revising in
S4.3, paragraphs (c), (d), (e), (g), (h), (i), and (j); revising S4.4;
revising in S5.1, paragraphs (a), (b), (c), (d), (e), and (f); revising
in S5.2, paragraph (a) except for the NOTE, and paragraphs (c), (d),
(e), (f), (g), (h), (i), (j), and (k); and revising in S5.3, paragraphs
(a), (b), and (c) to read as follows:
Sec. 571.209 Standard No. 209, Seat belt assemblies.
* * * * *
S4.1 (a) * * *
(f) Attachment hardware. A seat belt assembly shall include all
hardware necessary for installation in a motor vehicle in accordance
with Society of Automotive Engineers Recommended Practice J800c,
``Motor Vehicle Seat Belt Installation,'' November 1973. However, seat
belt assemblies designed for installation in motor vehicles equipped
with seat belt assembly anchorages that do not require anchorage nuts,
plates, or washers, need not have such hardware, but shall have \7/16\-
20 UNF-2A or \1/2\-13UNC-2A attachment bolts or equivalent metric
hardware. The hardware shall be designed to prevent attachment bolts
and other parts from becoming disengaged from the vehicle while in
service. Reinforcing plates or washers furnished for universal floor,
installations shall be of steel, free from burrs and sharp edges on the
peripheral edges adjacent to the vehicle, at least 1.5 mm in thickness
and at least 2580 mm\2\ in projected area. The distance between any
edge of the plate and the edge of the bolt hole shall be at least 15
mm. Any corner shall be rounded to a radius of not less than 6 mm or
cut so that no corner angle is less than 135 deg. and no side is less
than 6 mm in length.
(g) Adjustment. * * *
(3) The adult occupants referred to in S4.1(g)(1) shall have the
following measurements:
------------------------------------------------------------------------
5th percen- tile 95th percentile
adult female adult male
------------------------------------------------------------------------
Weight.......................... 46.3 kg............. 97.5 kg.
Erect sitting height............ 785 mm.............. 965 mm.
Hip breadth (sitting)........... 325 mm.............. 419 mm.
Hip circumference (sitting)..... 925 mm.............. 1199 mm.
Waist circumference (sitting)... 599 mm.............. 1080 mm.
Chest depth..................... 190 mm.............. 267 mm.
Chest circumference:
Nipple........................ 775 mm.............. 1130 mm.
Upper......................... 757 mm.............. 1130 mm.
Lower......................... 676 mm.............. 1130 mm.
------------------------------------------------------------------------
* * * * *
S4.2 Requirements for webbing.
(a) Width. The width of the webbing in a seat belt assembly shall
be not less than 46 mm, except for portions that do not touch a 95th
percentile adult male with the seat in any adjustment position and the
seat back in the manufacturer's nominal design riding position when
measured under the conditions prescribed in S5.1(a).
(b) Breaking strength. The webbing in a seat belt assembly shall
have not less than the following breaking strength when tested by the
procedures specified in S5.1(b): Type 1 seat belt assembly--26.7 kN;
Type 2 seat belt assembly--22.2 kN for webbing pelvic restraint and
17.8 kN for webbing in upper torso restraint.
(c) Elongation. Except as provided in S4.5, the webbing in a seat
belt assembly shall not extend to more than the following elongation
when subjected to the specified forces in accordance with the procedure
specified in S5.1(c): Type 1 seat belt assembly--20 percent at 11,120
N; Type 2 seat belt assembly 30 percent at 11,120 N for webbing in
pelvic restraint and 40 percent at 11,120 N for webbing in upper torso
restraint.
* * * * *
(c) Attachment hardware. (1) Eye bolts, shoulder bolts, or other
bolt used to secure the pelvic restraint of seat belt assembly to a
motor vehicle shall withstand a force of 40,034 N when tested by the
procedure specified in S5.2(c)(1), except that attachment bolts of a
seat belt assembly designed for installation in specific models of
motor vehicles in which the ends of two or more seat belt assemblies
cannot be attached to the vehicle by a single bolt shall have breaking
strength of not less than 22,241 N.
(2) Other attachment hardware designed to receive the ends of two
seat belt assemblies shall withstand a tensile force of at least 26,689
N without fracture of a section when tested by the procedure specified
in S5.2(c)(2).
(3) A seat belt assembly having single attachment hooks of the
quick-disconnect type for connecting webbing to an eye bolt shall be
provided with a retaining latch or keeper which shall not move more
than 2 mm in either the vertical or horizontal direction when tested by
the procedure specified in S5.2(c)(3).
(d) Buckle release. (1) The buckle of a Type 1 or Type 2 seat belt
assembly shall release when a force of not more than 133 N is applied.
(2) A buckle designed for pushbutton application of buckle release
force shall have a minimum area of 452 mm2 with a minimum
linear dimension of 10 mm for applying the release force, or a buckle
designed for lever application of buckle release force shall permit the
insertion of a cylinder 10 mm in diameter and 38 mm in length to at
least the midpoint of the cylinder along the cylinder's entire length
in the actuation portion of the buckle release. A buckle having other
design for release shall have adequate access for two or more fingers
to actuate release.
(3) The buckle of a Type 1 or Type 2 seat belt assembly shall not
release under a compressive force of 1779 N applied as prescribed in
paragraph S5.2(d)(3). The buckle shall be operable and shall meet the
applicable requirement of paragraph S4.4 after the compressive force
has been removed.
(e) Adjustment force. The force required to decrease the size of a
seat belt assembly shall not exceed 49 N when measured by the procedure
specified in S5.2(e).
* * * * *
(g) Buckle latch. The buckle latch of a seat belt assembly when
tested by the procedure specified in S5.2(g) shall not fail, nor gall
or wear to an extent that normal latching and unlatching is impaired,
and a metal-to-metal buckle shall separate when in any position of
partial engagement by a force of not more than 22 N.
(h) Nonlocking retractor. The webbing of a seat belt assembly shall
extend from a nonlocking retractor within 6 mm of maximum length when a
tension is applied as prescribed in S5.2(h). A nonlocking retractor on
upper torso restraint shall be attached to the nonadjustable end of the
assembly, the reel of the retractor shall be easily visible to an
occupant while wearing the assembly, and the maximum retraction force
shall not exceed 5 N in any strap or webbing that contacts the shoulder
when measured by the procedure
[[Page 28937]]
specified in S5.2(h), unless the retractor is attached to the free end
of webbing which is not subjected to any tension during restraint of an
occupant by the assembly.
(i) Automatic-locking retractor. The webbing of a seat belt
assembly equipped with an automatic locking retractor, when tested by
the procedure specified in S5.2(i), shall not move more than 25 mm
between locking positions of the retractor, and shall be retracted with
a force under zero acceleration of not less than 3 N when attached to
pelvic restraint, and not less that 2 N nor more than 5 N in any strap
or webbing that contacts the shoulders of an occupant when the
retractor is attached to upper torso restraint. An automatic locking
retractor attached to upper torso restraint shall not increase the
restraint on the occupant of the seat belt assembly during use in a
vehicle traveling over rough roads as prescribed in S5.2(i).
(j) Emergency-locking retractor. An emergency-locking retractor of
a Type 1 or Type 2 seat belt assembly, when tested in accordance with
the procedures specified in paragraph S5.2(j)--
(1) Shall lock before the webbing extends 25 mm when the retractor
is subjected to an acceleration of 7 m/s2;
(2) Shall not lock, if the retractor is sensitive to webbing
withdrawal, before the webbing extends 51 mm when the retractor is
subjected to an acceleration of 3 m/s2 or less;
(3) Shall not lock, if the retractor is sensitive to vehicle
acceleration, when the retractor is rotated in any direction to any
angle of 15 deg. or less from its orientation in the vehicle;
(4) Shall exert a retractive force of at least 3 N under zero
acceleration when attached only to the pelvic restraint;
(5) Shall exert a retractive force of not less than 1 N and not
more than 5 N under zero acceleration when attached only to an upper
torso restraint;
(6) Shall exert a retractive force of not less than 1 N and not
more than 7 N under zero acceleration when attached to a strap or
webbing that restrains both the upper torso and the pelvis.
* * * * *
S4.4 Requirements for assembly performance.
(a) Type I seat belt assembly. Except as provided in S4.5, the
complete seat belt assembly including webbing, straps, buckles,
adjustment and attachment hardware, and retractors shall comply with
the following requirements when tested by the procedures specified in
S5.3(a):
(1) The assembly loop shall withstand a force of not less than
22,241 N; that is, each structural component of the assembly shall
withstand a force of not less than 1,120 N.
(2) The assembly loop shall extend not more than 7 inches or 178 mm
when subjected to a force of 22,241 N; that is, the length of the
assembly between anchorages shall not increase more than 356 mm.
(3) Any webbing cut by the hardware during test shall have a
breaking strength at the cut of not less than 18,683 N.
(4) Complete fracture through any solid section of metal attachment
hardware shall not occur during test.
(b) Type 2 seat belt assembly. Except as provided in S4.5, the
components of a Type 2 seat belt assembly including webbing, straps,
buckles, adjustment and attachment hardware, and retractors shall
comply with the following requirements when tested by the procedure
specified in S5.3(b):
(1) The structural components in the pelvic restraint shall
withstand a force of not less than 11,120 N.
(2) The structural components in the upper torso restraint shall
withstand a force of not less than 6,672 N.
(3) The structural components in the assembly that are common to
pelvic and upper torso restraints shall withstand a force of not less
than 13,345 N.
(4) The length of the pelvic restraint between anchorages shall not
increase more than 508 mm when subjected to a force of 11,120 N.
(5) The length of the upper torso restraint between anchorages
shall not increase more than 508 mm when subjected to a force of 6,672
N.
(6) Any webbing cut by the hardware during test shall have a
breaking strength of not less than 15,569 N at a cut in webbing of the
pelvic restraint, or not less than 12,455 N at a cut in webbing of the
upper torso restraint.
(7) Complete fracture through any solid section of metal attachment
hardware shall not occur during test.
* * * * *
S5. Demonstration procedures.
S5.1 Webbing--(a) Width. The width of webbing from three seat belt
assemblies shall be measured after conditioning for at least 24 hours
in an atmosphere having relative humidity between 48 and 67 percent and
a temperature of 23 deg. 2 deg.C. The tension during
measurement of width shall be not more than 22 N on webbing from a Type
1 seat belt assembly, and 9786 N 450 N on webbing from a
Type 2 seat belt assembly. The width of webbing from a Type 2 seat belt
assembly may be measured during the breaking strength test described in
paragraph (b) of this section.
(b) Breaking strength. Webbing from three seat belt assemblies
shall be conditioned in accordance with paragraph (a) of this section
and tested for breaking strength in a testing machine of capacity
verified to have an error of not more than one percent in the range of
the breaking strength of the webbing in accordance with American
Society for Testing and Materials E4-79 ``Standard Methods of Load
Verification of Testing Machines.'' The machine shall be equipped with
split drum grips illustrated in Figure 1, having a diameter between 51
and 102 mm. The rate of grip separation shall be between 51 and 102 mm
per minute. The distance between the centers of the grips at the start
of the test shall be between 102 and 254 mm. After placing the specimen
in the grips, the webbing shall be stretched continuously at a uniform
rate to failure. Each value shall be not less than the applicable
breaking strength requirement in S4.2(b), but the median value shall be
used for determining the retention of breaking strength in paragraphs
(d), (e) and (f) of this section.
(c) Elongation. Elongation shall be measured during the breaking
strength test described in paragraph (b) of this section by the
following procedure: A preload between 196 N and 245 N shall be placed
on the webbing mounted in the grips of the testing machine and the
needle points of an extensometer, in which the points remain parallel
during test, are inserted in the center of the specimen. Initially the
points shall be set at a known distance apart between 102 and 203 mm.
When the force on the webbing reaches the value specified in S4.2(c),
the increase in separation of the points of the extensometer shall be
measured and the percent elongation shall be calculated to the nearest
0.5 percent. Each value shall be not more than the appropriate
elongation requirement in S4.2(c).
(d) Resistance to abrasion. The webbing from three seat belt
assemblies shall be tested for resistance to abrasion by rubbing over
the hexagon bar prescribed in Figure 2 in the following manner: The
webbing shall be mounted in the apparatus shown schematically in Figure
2. One end of the webbing (A) shall be attached to a mass (B) of 2.35
kg .05 kg, except that a mass of 1.5 kg .05
kg shall be used for webbing in pelvic and upper torso restraints of a
belt assembly used in a child restraint system. The webbing shall be
passed over the two new abrading edges of the hexagon bar (C) and the
other end attached to an oscillating drum (D) which has a stroke of 330
mm. Suitable guides shall be used to prevent
[[Page 28938]]
movement of the webbing along the axis of hexagonal bar C. Drum D shall
be oscillated for 5,000 strokes or 2,500 cycles at a rate of 60
2 strokes per minute or 30 1 cycles per
minute. The abraded webbing shall be conditioned as prescribed in
paragraph (a) of this section and tested for breaking strength by the
procedure described in paragraph (b) of this section. The median values
for the breaking strengths determined on abraded and unabraded
specimens shall be used to calculate the percentage of breaking
strength retained.
(e) Resistance to light. Webbing at least 508 mm in length from
three seat belt assemblies shall be suspended vertically on the inside
of the specimen track in a Type E carbon-arc light exposure apparatus
described in Standard Practice for Generating Light-Exposure Apparatus
(Carbon-Arc Type) With and Without Water for Exposure of Nonmetallic
Materials, ASTM Designation: G23 81, published by the American Society
for Testing and Materials, except that the filter used for 100 percent
polyester yarns shall be chemically strengthened soda-lime glass with a
transmittance of less than 5 percent for wave lengths equal to or less
than 305 nanometers and 90 percent or greater transmittance for wave
lengths of 375 to 800 nanometers. The apparatus shall be operated
without water spray at an air temperature of 60 deg.
2 deg. Celsius ( deg.C) measured at a point 25 5 mm
outside the specimen rack and midway in height. The temperature sensing
element shall be shielded from radiation. The specimens shall be
exposed to light from the carbon-arc for 100 hours and then conditioned
as prescribed in paragraph (a) of this section. The colorfastness of
the exposed and conditioned specimens shall be determined on the
Geometric Gray Scale issued by the American Association of Textile
Chemists and Colorists. The breaking strength of the specimens shall be
determined by the procedure prescribed in paragraph (b) of this
section. The median values for the breaking strengths determined on
exposed and unexposed specimens shall be used to calculate the
percentage of breaking strength retained.
(f) Resistance to micro-organisms. Webbing at least 508 millimeters
(mm) in length from three seat belt assemblies shall first be
preconditioned in accordance with Appendix A(1) and (2) of American
Association of Textile Chemists and Colorists Test Method 381,
``Fungicides Evaluation on Textiles; Mildew and Rot Resistance of
Textiles,'' and then subjected to Test I, ``Soil Burial Test'' of that
test method. After soil-burial for a period of 2 weeks, the specimen
shall be washed in water, dried and conditioned as prescribed in
paragraph (a) of this section. The breaking strengths of the specimens
shall be determined by the procedure prescribed in paragraph (b) of
this section. The median values for the breaking strengths determined
on exposed and unexposed specimens shall be used to calculate the
percentage of breaking strength retained.
Note: This test shall not be required on webbing made from
material which is inherently resistant to micro-organisms.
* * * * *
S5.2 Hardware.
(a) Corrosion resistance. Three seat belt assemblies shall be
tested in accordance with American Society for Testing and Materials
B11773, ``Standard Method of Salt Spray (Fog) Testing.'' Any surface
coating or material not intended for permanent retention on the metal
parts during service life shall be removed prior to preparation of the
test specimens for testing. The period of test shall be 50 hours for
all attachment hardware at or near the floor, consisting of two periods
of 24 hours exposure to salt spray followed by 1 hour drying and 25
hours for all other hardware, consisting of one period of 24 hours
exposure to salt spray followed by 1 hour drying. In the salt spray
test chamber, the parts from the three assemblies shall be oriented
differently, selecting those orientations most likely to develop
corrosion on the larger areas. At the end of test, the seat belt
assembly shall be washed thoroughly with water to remove the salt.
After drying for at least 24 hours under standard laboratory conditions
specified in S5.1(a) attachment hardware shall be examined for ferrous
corrosion on significant surfaces, that is, all surfaces that can be
contacted by a sphere 19 mm in diameter, and other hardware shall be
examined for ferrous and nonferrous corrosion which may be transferred,
either directly or by means of the webbing, to a person or his clothing
during use of a seat belt assembly incorporating the hardware.
* * * * *
(c) Attachment hardware. (1) Attachment bolts used to secure the
pelvic restraint of a seat belt assembly to a motor vehicle shall be
tested in a manner similar to that shown in Figure 3. The load shall be
applied at an angle of 45 deg. to the axis of the bolt through
attachment hardware from the seat belt assembly, or through a special
fixture which simulates the loading applied by the attachment hardware.
The attachment hardware or simulated fixture shall be fastened by the
bolt to the anchorage shown in Figure 3, which has a standard \7/16\-
20UNF-2B or \1/2\-UNF-2B or metric equivalent threaded hole in a
hardened steel plate at least 10 mm in thickness. The bolt shall be
installed with two full threads exposed from the fully seated position.
The appropriate force required by S4.3(c) shall be applied. A bolt from
each of three seat belt assemblies shall be tested.
(2) Attachment hardware, other than bolts, designed to receive the
ends of two seat belt assemblies shall be subjected to a tensile force
of 26,689 N in a manner simulating use. The hardware shall be examined
for fracture after the force is released. Attachment hardware from
three seat belt assemblies shall be tested.
(3) Single attachment hook for connecting webbing to any eye bolt
shall be tested in the following manner: The hook shall be held rigidly
so that the retainer latch or keeper, with cotter pin or other locking
device in place, is in a horizontal position as shown in Figure 4. A
force of 667 N 9 N shall be applied vertically as near as
possible to the free end of the retainer latch, and the movement of the
latch by this force at the point of application shall be measured. The
vertical force shall be released, and a force of 667 N 9 N
shall be applied horizontally as near as possible to the free end of
the retainer latch. The movement of the latch by this force at the
point of load application shall be measured. Alternatively, the hook
may be held in other positions, provided the forces are applied and the
movements of the latch are measured at the points indicated in Figure
4. A single attachment hook from each of three seat belt assemblies
shall be tested.
(d) Buckle release. (1) Three seat belt assemblies shall be tested
to determine compliance with the maximum buckle release force
requirements, following the assembly test in S5.3. After subjection to
the force applicable for the assembly being tested, the force shall be
reduced and maintained at 667 N on the assembly loop of a Type 1 seat
belt assembly, 334 N the components of a Type 2 seat belt assembly. The
buckle release force shall be measured by applying a force on the
buckle in a manner and direction typical of those which would be
employed by a seat belt occupant. For push button-release buckles, the
force shall be applied at least 3 mm from the edge of the push button
access opening of the buckle in a direction that produces maximum
releasing effect. For lever-release buckles, the force shall be applied
on the centerline of the buckle lever or
[[Page 28939]]
finger tab in a direction that produces maximum releasing effect.
(2) The area for application of release force on pushbutton
actuated buckle shall be measured to the nearest 30 mm2. The
cylinder specified in S4.3(d) shall be inserted in the actuation
portion of a lever released buckle for determination of compliance with
the requirement. A buckle with other release actuation shall be
examined for access of release by fingers.
(3) The buckle of a Type 1 or Type 2 seat belt assembly shall be
subjected to a compressive force of 1779 N applied anywhere on a test
line that is coincident with the center line of the belt extended
through the buckle or on any line that extends over the center of the
release mechanism and intersects the extended centerline of the belt at
an angle of 60 deg.. The load shall be applied by using a curved
cylindrical bar having a cross section diameter of 19 mm and a radius
of curvature of 152 mm, placed with its longitudinal center line along
the test line and its center directly above the point or the buckle to
which the load will be applied. The buckle shall be latched, and a
tensile force of 334 N shall be applied to the connected webbing during
the application of the compressive force. Buckles from three seat belt
assemblies shall be tested to determine compliance with paragraph
S4.3(d)(3).
(e) Adjustment Force. Three seat belt assemblies shall be tested
for adjustment force on the webbing at the buckle, or other manual
adjusting device normally used to adjust the size of the assembly. With
no load on the anchor end, the webbing shall be drawn through the
adjusting device at a rate of 508 mm 5 mm per minute and
the maximum force shall be measured to the nearest 1 N after the first
25 mm of webbing movement. The webbing shall be precycled 10 times
prior to measurement.
(f) Tilt-lock adjustment. This test shall be made on buckles or
other manual adjusting devices having tilt-lock adjustment normally
used to adjust the size of the assembly. Three buckles or devices shall
be tested. The base of the adjustment mechanism and the anchor end of
the webbing shall be oriented in planes normal to each other. The
webbing shall be drawn through the adjustment mechanism in a direction
to increase belt length at a rate of 508 mm 50 mm per
minute while the plane of the base is slowly rotated in a direction to
lock the webbing. Rotation shall be stopped when the webbing locks, but
the pull on the webbing shall be continued until there is a resistance
of at least 89 N. The locking angle between the anchor end of the
webbing and the base of the adjustment mechanism shall be measured to
the nearest degree. The webbing shall be precycled 10 times prior to
measurement.
(g) Buckle latch. The buckles from three seat belt assemblies shall
be opened fully and closed at least 10 times. Then the buckles shall be
clamped or firmly held against a flat surface so as to permit normal
movement of buckle part, but with the metal mating plate (metal-to-
metal buckles) or of webbing end (metal-to-webbing buckles) withdrawn
from the buckle. The release mechanism shall be moved 200 times through
the maximum possible travel against its stop with a force of 133 N
13 N at a rate not to exceed 30 cycles per minute. The
buckle shall be examined to determine compliance with the performance
requirements of S4.3(g). A metal-to-metal buckle shall be examined to
determine whether partial engagement is possible by means of any
technique representative of actual use. If partial engagement is
possible, the maximum force of separation when in such partial
engagement shall be determined.
(h) Nonlocking retractor. After the retractor is cycled 10 times by
full extension and retraction of the webbing, the retractor and webbing
shall be suspended vertically and a force of 18 N shall be applied to
extend the webbing from the retractor. The force shall be reduced to 13
N when attached to a pelvic restraint, or to 5 N per strap or webbing
that contacts the shoulder of an occupant when retractor is attached to
an upper torso restraint. The residual extension of the webbing shall
be measured by manual rotation of the retractor drum or by disengaging
the retraction mechanism. Measurements shall be made on three
retractors. The location of the retractor attached to upper torso
restraint shall be examined for visibility of reel during use of seat
belt assembly in a vehicle.
Note: This test shall not be required on a nonlocking retractor
attached to the free end of webbing which is not subjected to any
tension during restraint of an occupant by the assembly.
(i) Automatic-locking retractor. Three retractors shall be tested
in a manner to permit the retraction force to be determined exclusive
of the gravitational forces on hardware or webbing being retracted. The
webbing shall be fully extended from the retractor. While the webbing
is being retracted, the average force or retraction within plus or
minus 51 mm of 75 percent extension (25 percent retraction) shall be
determined and the webbing movement between adjacent locking segments
shall be measured in the same region of extension. A seat belt assembly
with automatic locking retractor in upper torso restraint shall be
tested in a vehicle in a manner prescribed by the installation and
usage instructions. The retraction force on the occupant of the seat
belt assembly shall be determined before and after traveling for 10
minutes at a speed of 24 kilometers per hour (km/h) or more over a
rough road (e.g., Belgian block road) where the occupant is subjected
to displacement with respect to the vehicle in both horizontal and
vertical directions. Measurements shall be made with the vehicle
stopped and the occupant in the normal seated position.
(j) Emergency-locking retractor. A retractor shall be tested in a
manner that permits the retraction force to be determined exclusive of
the gravitational forces on hardware or webbing being retracted. The
webbing shall be fully extended from the retractor, passing over or
through any hardware or other material specified in the installation
instructions. While the webbing is being retracted, the lowest force of
retraction within plus or minus 51 mm of 75 percent extension shall be
determined. A retractor that is sensitive to webbing withdrawal shall
be subjected to an acceleration of 3m/s\2\ within a period of 50
milliseconds (ms) while the webbing is at 75 percent extension, to
determine compliance with S4.3(j)(2). The retractor shall be subjected
to an acceleration of 7 m/s\2\ within a period of 50 milliseconds (ms),
while the webbing is at 75 percent extension, and the webbing movement
before locking shall be measured under the following conditions: For a
retractor sensitive to webbing withdrawal, the retractor shall be
accelerated in the direction of webbing retraction while the retractor
drum's central axis is oriented horizontally and at angles of 45 deg.,
90 deg., 135 deg., and 180 deg. to the horizontal plane. For a
retractor sensitive to vehicle acceleration, the retractor shall be:
(1) Accelerated in the horizontal plane in two directions normal to
each other, while the retractor drum's central axis is oriented at the
angle at which it is installed in the vehicle; and,
(2) Accelerated in three directions normal to each other while the
retractor drum's central axis is oriented at angles of 45 deg.,
90 deg., 135 deg., and 180 deg. from the angle at which it is installed
in the vehicle, unless the retractor locks by gravitational force when
tilted in any direction to any angle greater than 45 deg. from the
angle at which it is installed in the vehicle.
[[Page 28940]]
(k) Performance of retractor. After completion of the corrosion-
resistance test described in paragraph (a) of this section, the webbing
shall be fully extended and allowed to dry for at least 24 hours under
standard laboratory conditions specified in S5.1(a). The retractor
shall be examined for ferrous and nonferrous corrosion which may be
transferred, either directly or by means of the webbing, to a person or
his clothing during use of a seat belt assembly incorporating the
retractor, and for ferrous corrosion on significant surfaces if the
retractor is part of the attachment hardware. The webbing shall be
withdrawn manually and allowed to retract for 25 cycles. The retractor
shall be mounted in an apparatus capable of extending the webbing
fully, applying a force of 89 N at full extension, and allowing the
webbing to retract freely and completely. The webbing shall be
withdrawn from the retractor and allowed to retract repeatedly in this
apparatus until 2,500 cycles are completed. The retractor and webbing
shall then be subjected to the temperature resistance test prescribed
in paragraph (b) of this section. The retractor shall be subjected to
2,500 additional cycles of webbing withdrawal and retraction. Then, the
retractor and webbing shall be subjected to dust in a chamber similar
to one illustrated in Figure 8 containing about 0.9 kg of coarse grade
dust conforming to the specification given in Society of Automotive
Engineering Recommended Practice J726, ``Air Cleaner Test Code'' Sept.
1979. The dust shall be agitated every 20 minutes for 5 seconds by
compressed air, free of oil and moisture, at a gage pressure of 550
55 kPa entering through an orifice 1.5 0.1 mm
in diameter. The webbing shall be extended to the top of the chamber
and kept extended at all times except that the webbing shall be
subjected to 10 cycles of complete retraction and extension within 1 to
2 minutes after each agitation of the dust. At the end of 5 hours, the
assembly shall be removed from the chamber. The webbing shall be fully
withdrawn from the retractor manually and allowed to retract completely
for 25 cycles. An automatic-locking retractor or a nonlocking retractor
attached to pelvic restraint shall be subjected to 5,000 additional
cycles of webbing withdrawal and retraction. An emergency locking
retractor or a nonlocking retractor attached to upper torso restraint
shall be subjected to 45,000 additional cycles of webbing withdrawal
and retraction between 50 and 100 per cent extension. The locking
mechanism of an emergency locking retractor shall be actuated at least
10,000 times within 50 to 100 percent extension of webbing during the
50,000 cycles. At the end of test, compliance of the retractors with
applicable requirements in S4.3 (h), (i), and (j) shall be determined.
Three retractors shall be tested for performance.
S5.3 Assembly performance--(a) Type 1 seat belt assembly. Three
complete seat belt assemblies, including webbing, straps, buckles,
adjustment and attachment hardware, and retractors, arranged in the
form of a loop as shown in Figure 5, shall be tested in the following
manner:
(1) The testing machine shall conform to the requirements specified
in S5.1(b). A double-roller block shall be attached to one head of the
testing machine. This block shall consist of two rollers 102 mm in
diameter and sufficiently long so that no part of the seat belt
assembly touches parts of the block other than the rollers during test.
The rollers shall be mounted on antifriction bearings and spaced 305 mm
between centers, and shall have sufficient capacity so that there is no
brinelling, bending or other distortion of parts which may affect the
results. An anchorage bar shall be fastened to the other head of the
testing machine.
(2) The attachment hardware furnished with the seat belt assembly
shall be attached to the anchorage bar. The anchor points shall be
spaced so that the webbing is parallel in the two sides of the loop.
The attaching bolts shall be parallel to, or at an angle of 45 deg. or
90 deg. to the webbing, whichever results in an angle nearest to
90 deg. between webbing and attachment hardware except that eye bolts
shall be vertical, and attaching bolts or nonthreaded anchorages of a
seat belt assembly designed for use in specific models of motor
vehicles shall be installed to produce the maximum angle in use
indicated by the installation instructions, utilizing special fixtures
if necessary to simulate installation in the motor vehicle. Rigid
adapters between anchorage bar and attachment hardware shall be used if
necessary to locate and orient the adjustment hardware. The adapters
shall have a flat support face perpendicular to the threaded hole for
the attaching bolt and adequate in area to provide full support for the
base of the attachment hardware connected to the webbing. If necessary,
a washer shall be used under a swivel plate or other attachment
hardware to prevent the webbing from being damaged as the attaching
bolt is tightened.
(3) The length of the assembly loop from attaching bolt to
attaching bolt shall be adjusted to about 1295 mm, or as near thereto
as possible. A force of 245 N shall be applied to the loop to remove
any slack in webbing at hardware. The force shall be removed and the
heads of the testing machine shall be adjusted for an assembly loop
between 1220 and 1270 mm in length. The length of the assembly loop
shall then be adjusted by applying a force between 89 and 98 N to the
free end of the webbing at the buckle, or by the retraction force of an
automatic-locking or emergency-locking retractor. A seat belt assembly
that cannot be adjusted to this length shall be adjusted as closely as
possible. An automatic-locking or emergency locking retractor when
included in a seat belt assembly shall be locked at the start of the
test with a tension on the webbing slightly in excess of the retractive
force in order to keep the retractor locked. The buckle shall be in a
location so that it does not touch the rollers during test, but to
facilitate making the buckle release test in S5.2(d) the buckle should
be between the rollers or near a roller in one leg.
(4) The heads of the testing machine shall be separated at a rate
between 51 and 102 mm per minute until a force of 22,241
222 N is applied to the assembly loop. The extension of the loop shall
be determined from measurements of head separation before and after the
force is applied. The force shall be decreased to 667 45 N
and the buckle release force measured as prescribed in S5.2(d).
(5) After the buckle is released, the webbing shall be examined for
cutting by the hardware. If the yarns are partially or completely
severed in a line for a distance of 10 percent or more of the webbing
width, the cut webbing shall be tested for breaking strength as
specified in S5.1(b) locating the cut in the free length between grips.
If there is insufficient webbing on either side of the cut to make such
a test for breaking strength, another seat belt assembly shall be used
with the webbing repositioned in the hardware. A tensile force of
11,120 111 N shall be applied to the components or a force
of 22,241 222 N shall be applied to the assembly loop.
After the force is removed, the breaking strength of the cut webbing
shall be determined as prescribed above.
(6) If a Type 1 seat belt assembly includes an automatic-locking
retractor or an emergency-locking retractor, the webbing and retractor
shall be subjected to a tensile force of 11,120 111 N with
the webbing fully extended from the retractor.
[[Page 28941]]
(7) If a seat belt assembly has a buckle in which the tongue is
capable of inverted insertion, one of the three assemblies shall be
tested with the tongue inverted.
(b) Type 2 seat belt assembly. Components of three seat belt
assemblies shall be tested in the following manner:
(1) The pelvic restraint between anchorages shall be adjusted to a
length between 1220 and 1270 mm, or as near this length as possible if
the design of the pelvic restraint does not permit its adjustment to
this length. An automatic-locking or emergency-locking retractor when
included in a seat belt assembly shall be locked at the start of the
test with a tension on the webbing slightly in excess of the retractive
force in order to keep the retractor locked. The attachment hardware
shall be oriented to the webbing as specified in paragraph (a)(2) of
this section and illustrated in Figure 5. A tensile force 11,120
111 N shall be applied on the components in any convenient
manner and the extension between anchorages under this force shall be
measured. The force shall be reduced to 334 22 N and the
buckle release force measured as prescribed in S5.2(d).
(2) The components of the upper torso restraint shall be subjected
to a tensile force of 6,672 67 N following the procedure
prescribed above for testing pelvic restraint and the extension between
anchorages under this force shall be measured. If the testing apparatus
permits, the pelvic and upper torso restraints may be tested
simultaneously. The force shall be reduced to 334 22 N and
the buckle release force measured as prescribed in S5.2(d).
(3) Any component of the seat belt assembly common to both pelvic
and upper torso restraint shall be subjected to a tensile force of
13,344 134 N.
(4) After the buckle is released in tests of pelvic and upper torso
restraints, the webbing shall be examined for cutting by the hardware.
If the yarns are partially or completely severed in a line for a
distance of 10 percent or more of the webbing width, the cut webbing
shall be tested for breaking strength as specified in S5.1(b) locating
the cut in the free length between grips. If there is insufficient
webbing on either side of the cut to make such a test for breaking
strength, another seat belt assembly shall be used with the webbing
repositioned in the hardware. The force applied shall be 11,120
111 N for components of pelvic restraint, and 6,672
67 N for components of upper torso restraint. After the
force is removed, the breaking strength of the cut webbing shall be
determined as prescribed above.
(5) If a Type 2 seat belt assembly includes an automatic-locking
retractor or an emergency-locking retractor the webbing and retractor
shall be subjected to a tensile force of 11,120 111 N with
the webbing fully extended from the retractor, or to a tensile force of
6,672 67 N with the webbing fully extended from the
retractor if the design of the assembly permits only upper torso
restraint forces on the retractor.
(6) If a seat belt assembly has a buckle in which the tongue is
capable of inverted insertion, one of the three assemblies shall be
tested with the tongue inverted.
(c) Resistance to buckle abrasion. Seat belt assemblies shall be
tested for resistance to abrasion by each buckle or manual adjusting
device normally used to adjust the size of the assembly. The webbing of
the assembly to be used in this test shall be exposed for 4 hours to an
atmosphere having relative humidity of 65 per cent and temperature of
18 deg. C. The webbing shall be pulled back and forth through the
buckle or manual adjusting device as shown schematically in Figure 7.
The anchor end of the webbing (A) shall be attached to a mass (B) of
1.4 kg. The webbing shall pass through the buckle (C), and the other
end (D) shall be attached to a reciprocating device so that the webbing
forms an angle of 8 deg. with the hinge stop (E). The reciprocating
device shall be operated for 2,500 cycles at a rate of 18 cycles per
minute with a stroke length of 203 mm. The abraded webbing shall be
tested for breaking strength by the procedure described in paragraph
S5.1(b).
* * * * *
15. Section 571.210 is amended by revising in S4.2.1 the
introductory paragraph; revising S4.2.2; revising S4.2.4; revising
S4.3.1.1; revising S4.3.1.4; removing S4.3.1.5; revising S5.1; revising
S5.2; and revising in S6, the introductory sentence, to read as
follows:
Sec. 571.210 Standard No. 210, Seat belt assembly anchorages.
* * * * *
S4.2.1 Except as provided in S4.2.5, and except for side-facing
seats, the anchorages, attachment hardware, and attachment bolts for
any of the following seat belt assemblies shall withstand a 22,241 N
force when tested in accordance with S5.1 of this standard:
* * * * *
S4.2.2 Except as provided in S4.2.5, the anchorages, attachment
hardware, and attachment bolts for all Type 2 and automatic seat belt
assemblies that are installed to comply with Standard No. 208 (49 CFR
571.208) shall withstand 13,345 N forces when tested in accordance with
S5.2.
* * * * *
S4.2.4 Anchorages, attachment hardware, and attachment bolts shall
be tested by simultaneously loading them in accordance with the
applicable procedures set forth in S5 of this standard if the
anchorages are either:
(a) For designated seating positions that are common to the same
occupant seat and that face in the same direction, or
(b) For laterally adjacent designated seating positions that are
not common to the same occupant seat, but that face in the same
direction, if the vertical centerline of the bolt hole for at least one
of the anchorages for one of those designated seating positions is
within 305 mm of the vertical center line of the bolt hole for an
anchorage for one of the adjacent seating positions.
* * * * *
S4.3.1.1 In an installation in which the seat belt does not bear
upon the seat frame:
(a) If the seat is a nonadjustable seat, then a line from the
seating reference point to the nearest contact point of the belt with
the anchorage shall extend forward from the anchorage at an angle with
the horizontal of not less than 30 degrees and not more than 75
degrees.
(b) If the seat is an adjustable seat, then a line from a point 64
mm forward of and 10 mm above the seating reference point to the
nearest contact point of the belt with the anchorage shall extend
forward from the anchorage at an angle with the horizontal of not less
than 30 degrees and not more than 75 degrees.
* * * * *
S4.3.1.4 Anchorages for an individual seat belt assembly shall be
located at least 165 mm apart laterally, measured between the vertical
center line of the bolt holes or, for designs using other means of
attachment to the vehicle structure, between the centroid of such
means.
S4.3.1.5 [Reserved]
* * * * *
S5.1 Seats with Type 1 or Type 2 seat belt anchorages. With the
seat in its rearmost position, apply a force of 22,241 N in the
direction in which the seat faces to a pelvic body block as described
in Figure 2A, in a plane parallel to the longitudinal centerline of the
vehicle, with an initial force application angle of not less than 5
degrees or more than 15 degrees above the horizontal. Apply the force
at the onset rate of not more than 222,411 N
[[Page 28942]]
per second. Attain the 22,241 N force in not more than 30 seconds and
maintain it for 10 seconds. At the manufacturer's option, the pelvic
body block described in Figure 2B may be substituted for the pelvic
body block described in Figure 2A to apply the specified force to the
center set(s) of anchorages for any group of three or more sets of
anchorages that are simultaneously loaded in accordance with S4.2.4 of
this standard.
S5.2 Seats with Type 2 or automatic seat belt anchorages. With the
seat in its rearmost position, apply forces of 13,345 N in the
direction in which the seat faces simultaneously to a pelvic body
block, as described in Figure 2A, and an upper torso body block, as
described in Figure 3, in a plane parallel to the longitudinal
centerline of the vehicle, with an initial force application angle of
not less than 5 degrees nor more than 15 degrees above the horizontal.
Apply the forces at the onset rate of not more than 133,447 N per
second. Attain the 13,345 N force in not more than 30 seconds and
maintain it for 10 seconds. At the manufacturer's option, the pelvic
body block described in Figure 2B may be substituted for the pelvic
body block described in Figure 2A to apply the specified force to the
center set(s) of anchorages for any group of three or more sets of
anchorages that are simultaneously loaded in accordance with S4.2.4 of
this standard.
* * * * *
S6. Owner's Manual Information. The owner's manual in each vehicle
with a gross vehicle weight rating of 4,536 kg or less manufactured
after September 1, 1987 shall include:
* * * * *
16. In Sec. 571.210, Figure 2 ``Body Block for Lap Belt Anchorage''
would be removed. Figure 2A ``Body Block for Lap Belt Anchorage,''
Figure 2B ``Optional Body Block for Center Seating Positions,'' and
Figure 3 ``Body Block for Combination Shoulder and Lap Belt Anchorage''
after S5.2, and preceding S6, would be revised to read as follows:
BILLING CODE 4910-59-P
[[Page 28943]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.004
[[Page 28944]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.005
[[Page 28945]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.006
BILLING CODE 4910-59-C
[[Page 28946]]
17. Section 571.219 is amended by revising S3; revising S5;
revising S6.1; revising S6.2; and revising in S7.7, paragraph (b) to
read as follows:
Sec. 571.219 Standard No. 219, Windshield zone intrusion.
* * * * *
S3. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks and buses of 4,536 kilograms or
less gross vehicle weight rating. However, it does not apply to forward
control vehicles, walk-in van-type vehicles, or to open-body-type
vehicles with fold-down or removable windshields.
* * * * *
S5. Requirement. When the vehicle travelling longitudinally forward
at any speed up to and including 48 km/h impacts a fixed collision
barrier that is perpendicular to the line of travel of the vehicle,
under the conditions of S7, no part of the vehicle outside the occupant
compartment, except windshield molding and other components designed to
be normally in contact with the windshield, shall penetrate the
protected zone template, affixed according to S6, to a depth of more
than 6 mm, and no such part of a vehicle shall penetrate the inner
surface of that portion of the windshield, within the DLO, below the
protected zone defined in S6.
S6. Protected zone template.
S6.1 The lower edge of the protected zone is determined by the
following procedure (See Figure 1).
(a) Place a 165 mm diameter rigid sphere, with a mass of 6.8 kg in
a position such that it simultaneously contacts the inner surface of
the windshield glazing and the surface of the instrument panel,
including padding. If any accessories or equipment such as the steering
control system obstruct positioning of the sphere, remove them for the
purposes of this procedure.
(b) Draw the locus of points on the inner surface of the windshield
contactable by the sphere across the width of the instrument panel.
From the outermost contactable points, extend the locus line
horizontally to the edges of the glazing material.
(c) Draw a line on the inner surface of the windshield below and 13
mm distant from the locus line.
(d) The lower edge of the protected zone is the longitudinal
projection onto the outer surface of the windshield of the line
determined in S6.1(c).
S6.2 The protected zone is the space enclosed by the following
surfaces, as shown in Figure 1:
(a) The outer surface of the windshield in its precrash
configuration.
(b) The locus of points 76 mm outward along perpendiculars drawn to
each point on the outer surface of the windshield.
(c) The locus of lines forming a 45 deg. angle with the outer
surface of the windshield at each point along the top and side edges of
the outer surface of the windshield and the lower edge of the protected
zone determined in S6.1, in the plane perpendicular to the edge at that
point.
* * * * *
(b) Except as specified in S7.6, a multipurpose passenger vehicle,
truck or bus is loaded to its unloaded vehicle weight, plus 136 kg or
its rated cargo and luggage capacity, whichever is less, secured to the
vehicle, plus a 50th-percentile test dummy as specified in part 572 of
this chapter at each front outboard designated seating postion and at
any other position whose protection system is required to be tested by
a dummy under the provisions of Standard No. 208. Each dummy is
restrained only by means that are installed for protection at its
seating position. The load is distributed so that the mass on each axle
as measured at the tire-ground interface is in proportion to its GAWR.
If the mass on any axle when the vehicle is loaded to its unloaded
vehicle weight plus dummy mass exceeds the axle's proportional share of
the test mass, the remaining mass is placed so that the mass on that
axle remains the same. For the purposes of this section, unloaded
vehicle weight does not include the mass of work-performing
accessories. Vehicles are tested to a maximum unloaded vehicle weight
of 2,495 kg.
* * * * *
18. Section 571.219 is amended by revising Figure 1 that follows
S7.7 to read as follows:
BILLING CODE 4910-59-P
[[Page 28947]]
[GRAPHIC] [TIFF OMITTED] TR27MY98.007
BILLING CODE 4910-59-C
[[Page 28948]]
19. Section 571.220 is amended by revising S4; revising S5.2;
revising S5.4; revising S5.5; and revising S6.1 to read as follows:
Sec. 571.220 Standard No. 220, School bus rollover protection.
* * * * *
S4. Requirements. When a force in Newtons equal to 1\1/2\ times the
unloaded vehicle weight in kilograms multiplied by 9.8 m/sec \2\ is
applied to the roof of the vehicle's body structure through a force
application plate as specified in S5, Test procedures--
(a) The downward vertical movement at any point on the application
plate shall not exceed 130 mm and
(b) Each emergency exit of the vehicle provided in accordance with
Standard No. 217 (Sec. 571.217) shall be capable of opening as
specified in that standard during the full application of the force and
after release of the force, except that an emergency exit located in
the roof of the vehicle is not required to be capable of being opened
during the application of the force. A particular vehicle (i.e., test
specimen) need not meet the emergency exit opening requirement after
release of force if it is subjected to the emergency exit opening
requirements during the full application of the force.
* * * * *
S5.2 Use a flat, rigid, rectangular force application plate that
is measured with respect to the vehicle roof longitudinal and lateral
centerlines,
(a) In the case of a vehicle with a GVWR of more than 4,536 kg, 305
mm shorter than the vehicle roof and 914 mm wide; and
(b) In the case of a vehicle with a GVWR of 4,536 kg or less, 127
mm longer and 127 mm wider than the vehicle roof. For purposes of these
measurements, the vehicle roof is that structure, seen in the top
projected view, that coincides with the passenger and driver
compartment of the vehicle.
* * * * *
S5.4 Apply an evenly-distributed vertical force in the downward
direction to the force application plate at any rate not more than 13
mm per second, until a force of 2,224 N has been applied.
S5.5 Apply additional vertical force in the downward direction to
the force application plate at a rate of not more than 13 mm per second
until the force specified in S4. has been applied, and maintain this
application of force.
* * * * *
S6.1 Temperature. The ambient temperature is any level between
0 deg. C and 32 deg. C.
* * * * *
20. Section 571.222 is amended by revising in S4, the definition of
``contactable surface''; revising S4.1; revising in S5., paragraphs (a)
and (b); revising S5.1.2; revising S5.1.3; revising S5.1.3.1; revising
S5.1.3.2; revising S5.1.3.3; revising S5.1.3.4; revising S5.1.4;
revising S5.1.4.1; revising S5.1.4.2; revising S5.1.5; revising S5.2;
revising S5.2.1; revising S5.2.3; revising S5.3.1.1; revising S5.3.1.2;
revising S5.3.1.3; revising S5.3.2.1; revising S5.3.2.2; revising S6.3;
revising S6.5; revising S6.5.1; revising S6.6; and revising S6.7 to
read as follows:
S571.222 Standard No. 222, School bus passenger seating and crash
protection.
* * * * *
S4. Definitions. Contactable surface means any surface within the
zone specified in S5.3.1.1 that is contactable from any direction by
the test device described in S6.6, except any surface on the front of a
seat back or restraining barrier 76 mm or more below the top of the
seat back or restraining barrier.
* * * * *
S4.1 The number of seating positions considered to be in a bench
seat is expressed by the symbol W, and calculated as the bench width in
millimeters divided by 381 and rounded to the nearest whole number.
S5. Requirements. (a) Each vehicle with a gross vehicle weight
rating of more than 4,536 kg shall be capable of meeting any of the
requirements set forth under this heading when tested under the
conditions of S6. However, a particular school bus passenger seat
(i.e., test specimen) in that weight class need not meet further
requirements after having met S5.1.2 and S5.1.5, or having been
subjected to either S5.1.3, S5.1.4, or S5.3.
(b) Each vehicle with a gross vehicle weight rating of 4,536 kg or
less shall be capable of meeting the following requirements at all
seating positions other than the driver's seat:
(1)(A) In the case of vehicles manufactured before September 1,
1991, the requirements of Secs. 571.208, 571.209, and 571.210 as they
apply to multipurpose passenger vehicles; or
(B) In the case of vehicles manufactured on or after September 1,
1991, the requirements of S4.4.3.3 of Sec. 571.208 and the requirements
of Secs. 571.209 and 571.210 as they apply to school buses with a gross
vehicle weight rating of 4,536 kg or less; and
(2) The requirements of S5.1.2, S5.1.3, S5.1.4, S5.1.5, S5.3, and
S5.4 of this standard. However, the requirements of Secs. 571.208 and
571.210 shall be met at W seating positions in a bench seat using a
body block as specified in Figure 2 of this standard, and a particular
school bus passenger seat (i.e., a test specimen) in that weight class
need not meet further requirements after having met S5.1.2 and S5.1.5,
or after having been subjected to either S5.1.3, S5.1.4, or S5.3 of
this standard or Sec. 571.210.
* * * * *
S5.1.2 Seat back height and surface area. Each school bus
passenger seat shall be equipped with a seat back that, in the front
projected view, has a front surface area above the horizontal plane
that passes through the seating reference point, and below the
horizontal plane 508 mm above the seating reference point, of not less
than 90 percent of the seat bench width in millimeters multiplied by
508.
S5.1.3 Seat performance forward. When a school bus passenger seat
that has another seat behind it is subjected to the application of
force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the
application of additional force to the seat back as specified in
S5.1.3.3 and S5.1.3.4:
(a) The seat back force/deflection curve shall fall within the zone
specified in Figure 1;
(b) Seat back deflection shall not exceed 356 mm; (for
determination of (a) and (b) the force/deflection curve describes only
the force applied through the upper loading bar, and only the forward
travel of the pivot attachment point of the upper loading bar, measured
from the point at which the initial application of 44 N of force is
attained.)
(c) The seat shall not deflect by an amount such that any part of
the seat moves to within 102 mm of any part of another school bus
passenger seat or restraining barrier in its originally installed
position;
(d) The seat shall not separate from the vehicle at any attachment
point; and
(e) Seat components shall not separate at any attachment point.
S5.1.3.1 Position the loading bar specified in S6.5 so that it is
laterally centered behind the seat back with the bar's longitudinal
axis in a transverse plane of the vehicle and in any horizontal plane
between 102 mm above and 102 mm below the seating reference point of
the school bus passenger seat behind the test specimen.
S5.1.3.2 Apply a force of 3,114W newtons horizontally in the
forward direction through the loading bar at the pivot attachment
point. Reach the specified load in not less than 5 nor more than 30
seconds.
S5.1.3.3 No sooner than 1.0 second after attaining the required
force, reduce
[[Page 28949]]
that force to 1,557W newtons and, while maintaining the pivot point
position of the first loading bar at the position where the 1,557W
newtons is attained, position a second loading bar described in S6.5 so
that it is laterally centered behind the seat back with the bar's
longitudinal axis in a transverse plane of the vehicle and in the
horizontal plane 406 mm above the seating reference point of the school
bus passenger seat behind the test specimen, and move the bar forward
against the seat back until a force of 44 N has been applied.
S5.1.3.4 Apply additional force horizontally in the forward
direction through the upper bar until 452W joules of energy have been
absorbed in deflecting the seat back (or restraining barrier). Apply
the additional load in not less than 5 seconds nor more than 30
seconds. Maintain the pivot attachment point in the maximum forward
travel position for not less than 5 seconds nor more than 10 seconds
and release the load in not less than 5 nor more than 30 seconds. (For
the determination of S5.1.3.4 the force/deflection curve describes only
the force applied through the upper loading bar, and the forward and
rearward travel distance of the upper loading bar pivot attachment
point measured from the position at which the initial application of 44
N of force is attained.)
S5.1.4 Seat performance rearward. When a school bus passenger seat
that has another seat behind it is subjected to the application of
force as specified in S5.1.4.1 and S5.1.4.2:
(a) Seat back force shall not exceed 9,786 N;
(b) Seat back deflection shall not exceed 254 mm; (for
determination of (a) and (b) the force/deflection curve describes only
the force applied through the loading bar, and only the rearward travel
of the pivot attachment point of the loading bar, measured from the
point at which the initial application of 222 N is attained.
(c) The seat shall not deflect by an amount such that any part of
the seat moves to within 102 mm of any part of another passenger seat
in its originally installed position;
(d) The seat shall not separate from the vehicle at any attachment
point; and
(e) Seat components shall not separate at any attachment point.
S5.1.4.1 Position the loading bar described in S6.5 so that it is
laterally centered forward of the seat back with the bar's longitudinal
axis in a transverse plane of the vehicle and in the horizontal plane
343 mm above the seating reference point of the test specimen, and move
the loading bar rearward against the seat back until a force of 222 N
has been applied.
S5.1.4.2 Apply additional force horizontally rearward through the
loading bar until 316W joules (J) of energy has been absorbed in
deflecting the seat back. Apply the additional load in not less than 5
seconds nor more than 30 seconds. Maintain the pivot attachment point
in the maximum rearward travel position for not less than 5 seconds nor
more than 10 seconds and release the load in not less than 5 seconds
nor more than 30 seconds. (For determination of S5.1.4.2 the force
deflection curve describes the force applied through the loading bar
and the rearward and forward travel distance of the loading bar pivot
attachment point measured from the position at which the initial
application of 222 N of force is attained.)
S5.1.5 Seat cushion retention. In the case of school bus passenger
seats equipped with seat cushions, with all manual attachment devices
between the seat and the seat cushion in the manufacturer's designated
position for attachment, the seat cushion shall not separate from the
seat at any attachment point when subjected to an upward force in
newtons of 5 times the mass of the seat cushion in kilograms and
multiplied by 9.8 m/s 2, applied in any period of not less
than 1 nor more than 5 seconds, and maintained for 5 seconds.
S5.2 Restraining barrier requirements. Each vehicle shall be
equipped with a restraining barrier forward of any designated seating
position that does not have the rear surface of another school bus
passenger seat within 610 mm of its seating reference point, measured
along a horizontal longitudinal line through the seating reference
point in the forward direction.
S5.2.1 Barrier-seat separation. The horizontal distance between
the restraining barrier's rear surface and the seating reference point
of the seat in front of which the barrier is required shall not be more
than 610 mm measured along a horizontal longitudinal line through the
seating reference point in the forward direction.
* * * * *
S5.2.3 Barrier performance forward. When force is applied to the
restraining barrier in the same manner as specified in S5.1.3.1 through
S5.1.3.4 for seating performance tests:
(a) The restraining barrier force/deflection curve shall fall
within the zone specified in Figure 1;
(b) Restraining barrier deflection shall not exceed 356 mm; (for
computation of (a) and (b) the force/deflection curve describes only
the force applied through the upper loading bar, and only the forward
travel of the pivot attachment point of the loading bar, measured from
the point at which the initial application of 44 N of force is
attained.)
(c) Restraining barrier deflection shall not interfere with normal
door operation;
(d) The restraining barrier shall not separate from the vehicle at
any attachment point; and
(e) Restraining barrier components shall not separate at any
attachment point.
* * * * *
S5.3.1.1 The head protection zones in each vehicle are the spaces
in front of each school bus passenger seat which are not occupied by
bus sidewall, window, or door structure and which, in relation to that
seat and its seating reference point, are enclosed by the following
planes;
(a) Horizontal planes 305 mm and 1016 mm above the seating
reference point;
(b) A vertical longitudinal plane tangent to the inboard (aisle
side) edge of the seat; and
(c) A vertical longitudinal plane 83 mm inboard of the outboard
edge of the seat;
(d) Vertical transverse planes through and 762 mm forward of the
reference point.
S5.3.1.2 Head form impact requirement. When any contactable
surface of the vehicle within the zones specified in S5.3.1.1 is
impacted from any direction at 6.7 m/s by the head form described in
S6.6, the axial acceleration at the center of gravity of the head form
shall be such that the expression
[GRAPHIC] [TIFF OMITTED] TR27MY98.016
shall not exceed 1,000 where ``a'' is the axial acceleration expressed
as a multiple of ``g'' (the acceleration due to gravity), and
``t1'' and ``t2'' are any two points in time
during the impact.
S5.3.1.3 Head form force distribution. When any contactable
surface of the vehicle within the zones specified in S5.3.1.1 is
impacted from any direction at 6.7 m/s by the head form described in
S6.6, the energy necessary to deflect the impacted material shall be
not less than 4.5 joules before the force level on the head form
exceeds 667 N. When any contactable surface within such zones is
impacted by the head form from any direction at 1.5 m/s the contact
area on the head
[[Page 28950]]
form surface shall be not less than 1,935 mm 2.
* * * * *
S5.3.2.1 The leg protection zones of each vehicle are those parts
of the school bus passenger seat backs and restraining barriers bounded
by horizontal planes 305 mm above and 102 mm below the seating
reference point of the school bus passenger seat immediately behind the
seat back or restraining barrier.
S5.3.2.2 When any point on the rear surface of that part of a seat
back or restraining barrier within any zone specified in S5.3.2.1 is
impacted from any direction at 4.9 m/s by the knee form specified in
S6.7, the resisting force of the impacted material shall not exceed
2,669 N and the contact area on the knee form surface shall not be less
than 1,935 mm 2.
* * * * *
S6.3 Temperature. The ambient temperature is any level between 0
degrees C and 32 degrees C.
* * * * *
S6.5 Loading bar. The loading bar is a rigid cylinder with an
outside diameter of 152 mm that has hemispherical ends with radii of 76
mm and with a surface roughness that does not exceed 1.6 m,
root mean square. The length of the loading bar is 102 mm less than the
width of the seat back in each test. The stroking mechanism applies
force through a pivot attachment at the center point of the loading bar
which allows the loading bar to rotate in a horizontal plane 30 degrees
in either direction from the transverse position.
S6.5.1 A vertical or lateral force of 17,792 N applied externally
through the pivot attachment point of the loading bar at any position
reached during a test specified in this standard shall not deflect that
point more than 25 mm.
S6.6 Head form. The head form for the measurement of acceleration
is a rigid surface comprised of two hemispherical shapes, with total
equivalent mass of 5.2 kg. The first of the two hemispherical shapes
has a diameter of 166 mm. The second of the two hemispherical shapes
has a 50 mm diameter and is centered as shown in Figure 3 to protrude
from the outer surface of the first hemispherical shape. The surface
roughness of the hemispherical shapes does not exceed 1.6 m,
root mean square.
* * * * *
S6.7 Knee form. The knee form for measurement of force is a rigid
76 millimeter-diameter cylinder, with an equivalent weight of 44 N that
has one hemispherical end with a 38 mm radius forming a contact surface
of the knee form. The hemispherical surface roughness does not exceed
1.6 m, root mean square.
* * * * *
21. In Sec. 571.222, Figure 1, ``Force/Deflection Zone'', Figure 2,
``Body Block for Lap Belt'', and Figure 3 after S6.8 are revised to
read as follows:
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22. Section 571.301 is amended by revising S3; revising S5.5;
revising S5.6; revising S6; revising S6.1; revising S6.2; revising
S6.3; revising S6.5; revising S6.6; revising S7.1.6; revising S7.3;
revising S7.5.1; revising S7.5.2; revising S7.5.4; and revising S7.5.5
to read as follows:
S571.301 Standard No. 301, Fuel system integrity.
* * * * *
S3. Application. This standard applies to passenger cars, and to
multipurpose passenger vehicles, trucks and buses that have a GVWR of
4,536 kg or less and use fuel with a boiling point above 0 deg. C, and
to school buses that have a GVWR greater than 4,536 kg and use fuel
with a boiling point above 0 deg. C.
* * * * *
S5.5 Fuel spillage; Barrier crash. Fuel spillage in any fixed or
moving barrier crash test shall not exceed 28 g from impact until
motion of the vehicle has ceased, and shall not exceed a total of 142 g
in the 5-minute period following cessation of motion. For the
subsequent 25-minute period, fuel spillage during any 1 minute interval
shall not exceed 28 g.
S5.6 Fuel spillage; rollover. Fuel spillage in any rollover test,
from the onset of rotational motion, shall not exceed a total of 142 g
for the first 5 minutes of testing at each successive 90 deg.
increment. For the remaining test period, at each increment of 90 deg.
fuel spillage during any 1 minute interval shall not exceed 28 g.
* * * * *
S6. Test requirements. Each vehicle with a GVWR of 4,536 kg or less
shall be capable of meeting the requirements of any applicable barrier
crash test followed by a static rollover, without alteration of the
vehicle during the test sequence. A particular vehicle need not meet
further requirements after having been subjected to a single barrier
crash test and a static rollover test.
S6.1 Frontal barrier crash. When the vehicle travelling
longitudinally forward at any speed up to and including 48 km/h impacts
a fixed collision barrier that is perpendicular to the line of travel
of the vehicle, or at any angle up to 30 deg. in either direction from
the perpendicular to the line of travel of the vehicle, with 50th-
percentile test dummies as specified in part 572 of this chapter at
each front outboard designated seating position and at any other
position whose protection system is required to be tested by a dummy
under the provisions of Standard No. 208, under the applicable
conditions of S7., fuel spillage shall not exceed the limits of S5.5.
S6.2 Rear moving barrier crash. When the vehicle is impacted from
the rear by a barrier moving at 48 km/h, with test dummies as specified
in part 572 of this chapter at each front outboard designated seating
position, under the applicable conditions of S7., fuel spillage shall
not exceed the limits of S5.5.
S6.3 Lateral moving barrier crash. When the vehicle is impacted
laterally on either side by a barrier moving at 32 km/h with 50th-
percentile test dummies as specified in part 572 of this chapter at
positions required for testing to Standard No. 208, under the
applicable conditions of S7., fuel spillage shall not exceed the limits
of S5.5.
* * * * *
S6.5 Moving contoured barrier crash. When the moving contoured
barrier assembly traveling longitudinally forward at any speed up to
and including 48 km/h impacts the test vehicle (school bus with a GVWR
exceeding 4,536 kg) at any point and angle, under the applicable
conditions of S7.1 and S7.5, fuel spillage shall not exceed the limits
of S5.5.
S6.6 Anti-siphoning test for alcohol fuel vehicles. Each vehicle
shall have means that prevent any hose made of vinyl plastic or rubber,
with a length of not less than 1200 millimeters (mm) and an outside
diameter of not less than 5.2 mm, from contacting the level surface of
the liquid fuel in the vehicle's fuel tank or fuel system, when the
hose is
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inserted into the filler neck attached to the fuel tank with the fuel
tank filled to any level from 90 to 95 percent of capacity.
* * * * *
S7.1.6 The vehicle, including test devices and instrumentation, is
loaded as follows:
(a) Except as specified in S7.1.1, a passenger car is loaded to its
unloaded vehicle weight plus its rated cargo and luggage capacity
weight, secured in the luggage area, plus the necessary test dummies as
specified in S6., restrained only by means that are installed in the
vehicle for protection at its seating position.
(b) Except as specified in S7.1.1, a multipurpose passenger
vehicle, truck, or bus with a GVWR of 4,536 kg or less is loaded to its
unloaded vehicle weight, plus the necessary test dummies, as specified
in S6., plus 136 kg or its rated cargo and luggage capacity weight,
whichever is less, secured to the vehicle and distributed so that the
weight on each axle as measured at the tire-ground interface is
proportional to its GAWR. If the weight on any axle, when the vehicle
is loaded to unloaded vehicle weight plus dummy weight, exceeds the
axle's proportional share of the test weight, the remaining weight
shall be placed so that the weight on that axle remains the same. Each
dummy shall be restrained only by means that are installed in the
vehicle for protection at its seating position.
(c) Except as specified in S7.1.1, a school bus with a GVWR greater
than 4,536 kg is loaded to its unloaded vehicle weight, plus 54 kg of
unsecured mass at each designated seating position.
* * * * *
S7.3 Rear moving barrier test conditions. The rear moving barrier
test conditions are those specified in S8.2 of Standard No. 208, 49 CFR
571.208, except for the positioning of the barrier and the vehicle. The
barrier and test vehicle are positioned so that at impact--
(a) The vehicle is at rest in its normal attitude;
(b) The barrier is traveling at 48 km/h with its face perpendicular
to the longitudinal centerline of the vehicle; and
(c) A vertical plane through the geometric center of the barrier
impact surface and perpendicular to that surface coincides with the
longitudinal centerline of the vehicle.
* * * * *
S7.5.1 The moving barrier, which is mounted on a carriage as
specified in Figure 1, is of rigid construction, symmetrical about a
vertical longitudinal plane. The contoured impact surface, which is 629
mm high and 1,981 mm wide, conforms to the dimensions shown in Figure
2, and is attached to the carriage as shown in that figure. The ground
clearance to the lower edge of the impact surface is 133 mm
13 mm. The wheelbase is 3,048 mm 50 mm.
S7.5.2 The moving contoured barrier, including the impact surface,
supporting structure, and carriage, has a mass of 1,814 kg
23 kg with the mass distributed so that 408 kg 11 kg is at
each rear wheel and 499 kg 11 kg is at each front wheel.
The center of gravity is located 1,372 mm 38 mm rearward
of the front wheel axis, in the vertical longitudinal plane of
symmetry, 401 mm above the ground. The moment of inertia about the
center of gravity is:
Ix = 367 kgm\2\ 18.4 kgm\2\
Iz = 4,711 kgm\2\ 236 kgm\2\
* * * * *
S7.5.4 The moving barrier assembly is equipped with G78-15
pneumatic tires with a tread width of 152 mm 25 mm,
inflated to 165 kPa.
S7.5.5 The concrete surface upon which the vehicle is tested is
level, rigid, and of uniform construction, with a skid number of 75
when measured in accordance with American Society of Testing and
Materials Method E: 274-65T at 64 km/h, omitting water delivery as
specified in paragraph 7.1 of that method.
* * * * *
23. Section 571.302 is amended by revising S4.2; revising the text
of S4.2.2; revising S4.3; revising S5.1; revising S5.1.1; revising
S5.1.2; revising S5.1.3; revising S5.1.4; revising S5.2.1; revising
S5.2.3; and revising S5.3 to read as follows:
Sec. 571.302 Flammability of interior materials.
* * * * *
S4.2 Any portion of a single or composite material which is within
13 mm of the occupant compartment air space shall meet the requirements
of S4.3.
* * * * *
S4.2.2 Any material that adheres to other materials at every point
of contact shall meet the requirements of S4.3 when tested as a
composite with the other material(s).
* * * * *
Material A has a non-adhering interface with material B and is
tested separately. Part of material B is within 13 mm of the occupant
compartment air space, and materials B and C adhere at every point of
contact; therefore, B and C are tested as a composite. The cut is in
material C as shown, to make a specimen 13 mm thick.
S4.3(a) When tested in accordance with S5, material described in
S4.1 and S4.2 shall not burn, nor transmit a flame front across its
surface, at a rate of more than 102 mm per minute. The requirement
concerning transmission of a flame front shall not apply to a surface
created by cutting a test specimen for purposes of testing pursuant to
S5.
(b) If a material stops burning before it has burned for 60 seconds
from the start of timing, and has not burned more than 51 mm from the
point where the timing was started, it shall be considered to meet the
burn-rate requirement of S4.3(a).
S5.1 Conditions.
S5.1.1 The test is conducted in a metal cabinet for protecting the
test specimens from drafts. The interior of the cabinet is 381 mm long,
203 mm deep, and 356 mm high. It has a glass observation window in the
front, a closable opening to permit insertion of the specimen holder,
and a hole to accommodate tubing for a gas burner. For ventilation, it
has a 13 mm clearance space around the top of the cabinet, ten holes in
the base of the cabinet, each hole 19 mm in diameter and legs to
elevate the bottom of the cabinet by 10 mm, all located as shown in
Figure 1.
S5.1.2 Prior to testing, each specimen is conditioned for 24 hours
at a temperature of 21 deg. C, and a relative humidity of 50 percent,
and the test is conducted under those ambient conditions.
S5.1.3 The test specimen is inserted between two matching U-shaped
frames of metal stock 25 mm wide and 10 mm high. The interior
dimensions of the U-shaped frames are 51 mm wide by 330 mm long. A
specimen that softens and bends at the flaming end so as to cause
erratic burning is kept horizontal by supports consisting of thin,
heat-resistant wires, spanning the width of the U-shaped frame under
the specimen at 25 mm intervals. A device that may be used for
supporting this type of material is an additional U-shaped frame, wider
than the U-shaped frame containing the specimen, spanned by 10-mil
wires of heat-resistant composition at 25 mm intervals, inserted over
the bottom U-shaped frame.
S5.1.4 A bunsen burner with a tube of 10 mm inside diameter is
used. The gas adjusting valve is set to provide a flame, with the tube
vertical, of 38 mm in height. The air inlet to the burner is closed.
* * * * *
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S5.2.1 Each specimen of material to be tested shall be a rectangle
102 mm wide by 356 mm long, wherever possible. The thickness of the
specimen is that of the single or composite material used in the
vehicle, except that if the material's thickness exceeds 13 mm, the
specimen is cut down to that thickness measured from the surface of the
specimen closest to the occupant compartment air space. Where it is not
possible to obtain a flat specimen because of surface curvature, the
specimen is cut to not more than 13 mm in thickness at any point. The
maximum available length or width of a specimen is used where either
dimension is less than 356 mm or 102 mm, respectively, unless surrogate
testing is required under S4.1.1.
* * * * *
S5.2.3 Material with a napped or tufted surface is placed on a
flat surface and combed twice against the nap with a comb having seven
to eight smooth, rounded teeth per 25 mm.
S5.3 Procedure.
(a) Mount the specimen so that both sides and one end are held by
the U-shaped frame, and one end is even with the open end of the frame.
Where the maximum available width of a specimen is not more than 51 mm,
so that the sides of the specimen cannot be held in the U-shaped frame,
place the specimen in position on wire supports as described in S5.1.3,
with one end held by the closed end of the U-shaped frame.
(b) Place the mounted specimen in a horizontal position, in the
center of the cabinet.
(c) With the flame adjusted according to S5.1.4, position the
bunsen burner and specimen so that the center of the burner tip is 19
mm below the center of the bottom edge of the open end of the specimen.
(d) Expose the specimen to the flame for 15 seconds.
(e) Begin timing (without reference to the period of application of
the burner flame) when the flame from the burning specimen reaches a
point 38 mm from the open end of the specimen.
(f) Measure the time that it takes the flame to progress to a point
38 mm from the clamped end of the specimen. If the flame does not reach
the specified end point, time its progress to the point where flaming
stops.
(g) Calculate the burn rate from the formula:
B = 60 x (D/T)
Where:
B = Burn rate in millimeters per minute
D = Length the flame travels in millimeters, and
T = Time in seconds for the flame to travel D millimeters.
24. In Sec. 571.302, the Figure named ``Illustrative Example--
Occupant Compartment Air Space'' at S4.2.2 after the first sentence,
and Figure 1, after S5.1.1 are revised to read as follows:
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Issued: May 13, 1998.
Ricardo Martinez,
Administrator.
[FR Doc. 98-13431 Filed 5-26-98; 8:45 am]
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