Federal Motor Vehicle Safety Standards; Metric Conversion

Federal RegisterMay 27, 1998

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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.

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.).

* * * * *

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.

* * * * *

(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

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.

* * * * *

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).

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.

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.

* * * * *

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

(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.

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.

* * * * *

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.

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:

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[[Page 28943]]

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[[Page 28944]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.005

[[Page 28945]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.006

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[[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.

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.

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.)

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.

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.)

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

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.

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

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.

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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This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.