[Federal Register Volume 61, Number 169 (Thursday, August 29, 1996)]
[Rules and Regulations]
[Pages 45359-45364]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-22058]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. 95-87; Notice 2]
RIN 2127-AF78
Federal Motor Vehicle Safety Standards; Lamps, Reflective Devices
and Associated Equipment
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Final rule.
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SUMMARY: This document amends Standard No. 108, the Federal motor
vehicle standard on lighting, to adopt new photometric requirements for
motorcycle headlamps. The requirements will improve the objectivity of
the aiming of their upper beam. The new photometric requirements are
those of Society of Automotive Engineers (SAE) Standard J584 OCT93,
added as a new Figure 32 to Standard No. 108. They will exist
simultaneously with the current photometric requirements of SAE J584
April 1964 until September 1, 2000, when they become mandatory for new
vehicle equipment. When being tested for photometric compliance with
Figure 32, the upper beam of motorcycle headlamps will be aimed
photoelectrically, instead of visually, as at present.
The amendments will enhance motor vehicle safety by improving
visibility for the motorcycle operator, and detectability of his or her
machine.
DATES: The final rule is effective October 15, 1996. Conformance with
its requirements is optional until September 1, 2000, when it becomes
mandatory.
Petitions for reconsideration must be filed not later than October
15, 1996.
ADDRESSES: Petitions for reconsideration must refer to Docket No. 95-
87; Notice 2 and be submitted to: Administrator, NHTSA, 400 Seventh
Street, SW, Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Jere Medlin, Office of Safety
Performance Standards, NHTSA (Telephone: 202-366-5276; FAX: 202-366-
4329).
SUPPLEMENTARY INFORMATION:
Background
Motor Vehicle Safety Standard No. 108, Lamps, Reflective Devices,
and Associated Equipment, specifies requirements for motorcycle
headlamps. Principally, these are the specifications of SAE Standard
J584 April 1964, which have been incorporated by reference into
Standard No. 108.
Petition for Rulemaking
The Motorcycle Industry Council (MIC) petitioned for rulemaking to
amend Standard No. 108 to allow SAE Standard J584 OCT93 as an
alternative to SAE J584 April 1964. According to MIC, motorcycle
headlamps designed to conform to SAE J584 April 1964 have difficulty in
providing sufficient lower beam illumination directly in front of the
motorcycle, a need met by SAE J584 OCT93. Further, adoption of the 1993
requirements would allow manufacturers to install the same headlamp
design on motorcycles sold in the United States as are currently being
installed on motorcycles sold in 50 other countries.
The Notice of Proposed Rulemaking (NPRM)
In response to MIC's petition, NHTSA published a notice of proposed
rulemaking (NPRM) on February 21, 1996 (61 FR 6616). NHTSA noted in the
NPRM that, although it had granted MIC's petition, SAE J584 OCT93 is
inappropriate for incorporation in full into Standard No. 108 because
J584 OCT93 contains three sets of photometric specifications for five
different classes of motorcycles. Standard No 108, on the other hand
(J584 April 1964), contains two sets of photometric specifications,
applicable to motorcycles and to motor driven cycles, i.e., motorcycles
with 5 horsepower or less.
[[Page 45360]]
The specifications of SAE J584 OCT93 that did appear appropriate to
NHTSA for inclusion in Standard No. 108 were the photometric
requirements of Table 2, essentially refinements of those contained in
the 1964 SAE standard applicable to motorcycles and to motor driven
cycles. The primary differences are that both the maxima and minima
candela are increased in J584 OCT93. Further, specifications are added
for seven new test points on the lower beam (five for motor driven
cycles), and seven on the upper beam (one for motor driven cycles).
This increase in performance over that provided by the 1964
specifications promises better visibility for the operator and
detectability by other motorists. This could reduce crashes for
motorcyclists. Because of this potential to enhance safety, NHTSA
tentatively concluded that the photometric requirements of Table 2 J584
OCT93 should become mandatory. In NHTSA's view, the permanent co-
existence of two SAE standards, which prescribe different minima for
the same test points, would undermine efforts to enforce the new,
higher set of requirements.
However, because SAE J584 OCT93 prescribes higher test point minima
than Standard No. 108's J584 April 1964, current motorcycle headlamps
cannot be certified to meet the new SAE specifications. Consequently,
NHTSA stated that it would be willing to allow a period of time in
which the two specifications would co-exist as options until industry
could retool for compliance with the newer ones. The agency was
uncertain as to the time needed for headlamp redesign. For this reason,
it proposed that the new requirements (contained in proposed Figure 31)
become mandatory not earlier than two years and not later than four
years after publication of the final rule, with optional compliance
permitted beginning 30 days after publication. NHTSA requested comments
on the appropriate lead time to make the proposed changes to motorcycle
headlamp photometry.
On its own initiative, the agency reviewed the new and old SAE
requirements to determine if there were other areas in which motorcycle
headlamp performance could be enhanced. It found one such area. The
April 1964 version of SAE J584 allows the upper headlamp beam to be
aimed visually during the photometric test, while all subsequent
versions have specified that it be aimed photoelectrically. Because a
Federal motor vehicle safety standard by definition must be
``objective'', NHTSA tentatively concluded that a requirement for
photoelectric aim of the upper beam would improve the objectivity of
Standard No. 108, and assist manufacturers in their determinations of
compliance for certification purposes. Therefore, it proposed that this
method of aiming be used in testing headlamps to the photometrics of
Figure 31.
In summary, the agency stated that the two amendments would be
effectuated as follows. The amendments would be added to Standard No.
108 thirty days after publication of the final rule. At that time, a
manufacturer would have the choice of continuing to conform to the 1964
photometrics and visual determination of upper beam compliance, or to
conform to the photometrics of Figure 31 and photoelectric
determination of upper beam compliance. As of a date two to four years
after publication of the final rule, the manufacturer would be required
to conform to Figure 31 and photoelectric determination.
Finally, the agency proposed to place all requirements pertaining
to the performance of motorcycle headlamps in S7, Headlighting
requirements, which currently incorporates all such requirements for
motor vehicles other than motorcycles. New paragraph S7.9 would
accomplish this purpose. Paragraphs S5.1.1.23, S5.1.1.24, and S5.6
(headlamp modulation systems) would become paragraphs S7.9.3, S7.9.5,
and S7.9.4, respectively.
Comments on the NPRM
Comments were received from MIC, Stanley Electric Co. Ltd.
(Stanley), Koito Manufacturing Co. Ltd. (Koito), American Suzuki Motor
Corporation (Suzuki), and American Honda Motor Co. (Honda). Four
principal issues were raised.
Leadtime. All commenters supported a leadtime of 4 years for
mandatory compliance with the requirements proposed by the NPRM, some
saying that it was ``appropriate'' and others that it was the
``minimum'' required. A typical comment was that of Suzuki, which said
that in some cases, a leadtime of less than 4 years could require
costly headlamp redesign for motorcycles shortly before they are
replaced with new models. On the other hand, allowance of a 4-year lead
time would be adequate to modify existing product lines and incorporate
the new requirements in a cost effective manner.
NHTSA has heeded these comments. Given the support for the maximum
leadtime proposed, and the likelihood that manufacturers will phase-in
compliance with the new requirements before that time, as they replace
existing models, mandatory compliance with the final rule will be
required as of September 1, 2000.
Photometric Requirements. Koito and Suzuki opposed some of the
values proposed. Specifically, they requested that the maximum
intensity for upper beam headlamps at test point 4D-V be increased from
7,500 cd to 12,000 cd, and that the 75,000 cd maximum at any point be
removed, or replaced with a maximum of 112,500 cd. It supported its
position with the rationale that mainstream motorcycles in the United
States are equipped with two-lamp headlamp systems and that each lamp
is photometered separately. Then the values at the test points are
added. Also, Figure 17A of Standard No. 108 allows a value of 12,000 cd
at 4D-V, and a two-lamp system often exceeds a 7,500 cd value.
These comments appear based upon a misunderstanding of Standard No.
108. When a motorcycle is equipped with a two-lamp headlamp system,
there is no summing of test point values in determining compliance.
Each headlamp for use on a motorcycle must comply with specified
photometrics for a single lamp, and not as a system of two headlamps.
Thus, the maximum values apply to a single headlamp, and not the system
of two headlamps as the commenters appear to believe.
Therefore, there is no reason to increase the values in the final
rule from those originally proposed. Conversely, should a motorcycle be
equipped with a single headlamp incorporating dual light sources to
achieve either the upper or lower beam, the headlamp must be tested for
photometric compliance with both light sources energized
simultaneously, and the lamp must be designed to comply in this manner.
Aftermarket Replacement Headlamps. MIC is concerned that lamp
manufacturers will be required to discontinue production of lamps for
the replacement aftermarket that do not conform to the new standard. In
its view, this could support a phase-in period longer than 4 years in
order to provide proper replacement lighting for older, in-use
motorcycles.
NHTSA understands MIC's concern. The agency has reviewed paragraph
S5.8 Replacement Equipment of Standard No. 108. As a general rule,
lighting equipment intended to replace original equipment must ``be
designed to conform to this standard,'' meaning Standard No. 108 as in
effect on the date the replacement equipment is manufactured.
Subparagraphs of S5.8 provide exceptions to the general rule, and allow
turn signal lamps, taillamps, and stop lamps to meet the SAE
[[Page 45361]]
standard that applied to the original equipment they are intended to
replace, as an alternative to meeting the SAE requirements specified
for new vehicles in Tables I and III of Standard No. 108. It is to be
noted that motorcycle headlamps and all other required lamps and
reflectors are not among the exceptions. With respect to headlamps,
NHTSA notes that the replacement equipment provisions were adopted when
the only headlamps available were a limited number of sealed beam types
that were intended to be universal replacements.
Because Standard No. 108 allows certain items of replacement
lighting equipment to meet either current specifications or those in
effect when the original lighting equipment was manufactured, NHTSA has
tentatively concluded that this alternative should be extended to all
items of lighting equipment, including headlamps. While the idea of
enhancing safety through upgrades in replacement equipment is
intuitively attractive, in some instances upgraded equipment may be
incompatible with the electrical systems of older vehicles. In
addition, many lamp designs are vehicle-specific, and it is costly to
lamp manufacturers to have to design lamps of identical dimensions to
two different performance requirements. An owner should not be denied
the chance to buy replacement equipment that is suitable for his or her
vehicle. At a minimum, this is replacement equipment equivalent to the
performance of the original equipment covered by the vehicle
manufacturer's certification of compliance. The owner should also be
offered the opportunity to purchase upgraded replacement equipment if
it is available for use on his or her vehicle.
Accordingly, NHTSA intends to propose in the near future an
amendment to S5.8 sufficient to allow all replacement lighting
equipment to be designed to comply with either the requirements that
applied to original equipment, or to requirements for such equipment
that are in effect at the time the replacement equipment is
manufactured. However, because an amendment of this nature was not
proposed in the NPRM to this final rule, NHTSA cannot proceed to a
direct amendment in this document.
Request To Delete the Out-of-Focus Test Requirement
Suzuki asked for removal of the out-of-focus test, saying that it
represents an outdated and unnecessary requirement made obsolete by the
SAE and technological advances. It submits in support of its request
the fact that the out-of-focus test no longer appears in the current
versions of SAE J584 and J575. Koito requested that motorcycle
headlamps equipped with bulbs either specified in SAE J1577
``Replaceable Motorcycle Headlamp Bulbs'' or listed in part 564's
Docket No. 93-11 be excluded from the out-of-focus test specified in
SAE J584 April 1964. The reason for this request is that these bulbs
have specified filament tolerance dimensions. Further, it argued that
this test is not required in most other countries and contradicts
international harmonization.
The issue of excluding certain types of bulbs from the out-of-focus
test was not raised in the NPRM, but NHTSA wishes to discuss it here.
In brief, Standard No. 108 requires that headlamps designed to
comply with motorcycle photometrics meet the out-of-focus test
specified in Paragraph K of SAE Standard J575d ``Tests for Motor
Vehicle Lighting Devices and Components'', August 1967. Paragraph K
requires that photometric tests be conducted for each of four out-of-
focus filament positions, except that the complete distribution may be
omitted. Headlamps designed for use on motor vehicles other than
motorcycles are also required to comply with the photometric
performance requirements when equipped with any complying bulb. This
means compliance at l00 percent of the allowable filament tolerances in
any possible combination. Such a test is needed to ensure that
photometric requirements are achievable with any mass produced headlamp
bulb. Additionally, NHTSA notes that, while not referenced in Standard
No. 108, the current version of SAE J1383 JUN90 ``Performance
Requirements for Motor Vehicle Headlamps'' has an out-of-focus test.
The first issue presented concerns SAE J1577. NHTSA notes that this
standard about motorcycle light sources has not been proposed for
incorporation or incorporated into Standard No. 108. In fact, there are
no specifications at all in Standard No. 108 for motorcycle headlamp
light sources. The standard simply specifies the photometrics that must
be met by motorcycle headlamps.
The second issue that Koito raises in essence concerns the use of a
bulb in a motorcycle headlamp that was designed for vehicles other than
motorcycles. The filament tolerance range of such bulbs is specified in
part 564, to be sure, but only for non-motorcycle applications.
In the absence of any specifications for motorcycle headlamp light
sources, NHTSA believes that the out-of-focus test must be retained,
even for those non-motorcycle headlamp light sources which may be
acceptable for use in vehicles other than motorcycles.
These performance requirements associated with photometric
performance and filament location (through compliance with the out-of-
focus test) have been in effect since January 1, 1969, the date on
which Standard No. 108 became effective for motorcycles. The fact that
many other countries may not have similar procedures reflects the
difference between NHTSA's self-certification scheme and the type
approval system of those countries. Under the laws of these countries,
it may be a violation to manufacture, sell, or install a bulb if it has
not been approved by the government. Because lamp performance cannot be
assured without either an out-of-focus test, or direct regulation of
the bulb, the out-of-focus test cannot be deleted without a
corresponding change adding discrete types of motorcycle headlamp
bulbs.
In summary, today in the United States, photometric compliance is
achieved with marketplace replaceable light sources whose filament
locations are not subject to Federal rules. This offers significant
design freedom in the marketplace which would be lost if the dimensions
of each existing and new bulb had to be regulated. NHTSA has no present
intention of engaging in rulemaking that would regulate the dimensions
of motorcycle headlamp light sources.
Clarification. Paragraph S6.1 states that, unless otherwise stated
in Standard No. 108 and with the exceptions noted in S6.1, the SAE
Standards and Recommended Practices referenced in Standard No. 108 are
those in the 1970 SAE Handbook. One of the exceptions is that ``[f]or
headlamps, unless otherwise specified in this standard, the version of
SAE Standard J575 is DEC88''. NHTSA wishes to clarify that this does
not include motorcycle headlamps, and that the version of J575 that
applies to motorcycle headlamps is that of the 1970 Handbook (SAE
J575d, August 1967). The final rule, therefore, contains an appropriate
amendment of S6.1.
Effective Dates
In order to allow compliance with an optional requirement at the
earliest possible time, it is hereby found, for good cause shown, that
an effective date earlier than 180 days after issuance of the final
rule is in the public interest. Accordingly, the final rule is
effective 45 days after its publication in the Federal Register.
Because the commenters indicated that a 4-year leadtime is the
earliest
[[Page 45362]]
practicable date upon which they can meet a mandatory standard, good
cause is shown for an effective date later than one year after issuance
of the final rule, and compliance with the photometric requirements of
the final rule becomes mandatory on September 1, 2000.
Rulemaking Analyses and Notices
Executive Order 12866 and DOT Regulatory Policies and Procedures.
This rulemaking action was not reviewed under Executive Order 12866.
Further, it has been determined that the rulemaking action is not
significant under Department of Transportation regulatory policies and
procedures. NHTSA currently anticipates that the costs of the final
rule will be so minimal as not to warrant preparation of a full
regulatory evaluation. Headlamps are changed as part of styling; as
long as adequate leadtime is allowed, no costs should be incurred.
However, for comments on this assumption, NHTSA asked for comments on
the costs and other impacts associated with a two to four-year leadtime
for mandatory compliance with a final rule, and said that if the
comments received indicate that the impacts are more than minimal,
NHTSA would prepare a full regulatory evaluation before issuing a final
rule. MIC stated that if the costs of compliance were amortized over a
minimum implementation period of four years, the impact would be
sufficiently reduced so as to support the agency not preparing a full
regulatory evaluation. The agency is providing a compliance period of
four years in the final rule.
National Environmental Policy Act. NHTSA has analyzed this
rulemaking action for the purposes of the National Environmental Policy
Act. It is not anticipated that the final rule will have a significant
effect upon the environment. The composition of motorcycle headlamps
will not change from those presently in production.
Regulatory Flexibility Act. The agency has also considered the
impacts of this rulemaking action in relation to the Regulatory
Flexibility Act. For the reasons stated above and below, I certify that
this rulemaking action will not have a significant economic impact upon
a substantial number of small entities. Accordingly, no regulatory
flexibility analysis has been prepared. Manufacturers of motorcycles
and their headlamps, those affected by the rulemaking action, are
generally not small businesses within the meaning of the Regulatory
Flexibility Act. The agency does not anticipate that the cost of
headlamps will increase as a result of this rulemaking action.
Executive Order 12612 (Federalism). This rulemaking action has also
been analyzed in accordance with the principles and criteria contained
in Executive Order 12612, and NHTSA has determined that this rulemaking
action does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
Civil Justice. The final rule will not have any retroactive effect.
Under 49 U.S.C. 30103, whenever a Federal motor vehicle safety standard
is in effect, a state may not adopt or maintain a safety standard
applicable to the same aspect of performance which is not identical to
the Federal standard. 49 U.S.C. 30161 sets forth a procedure for
judicial review of final rules establishing, amending or revoking
Federal motor vehicle safety standards. That section does not require
submission of a petition for reconsideration or other administrative
proceedings before parties may file suit in court.
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Motor vehicles.
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
In consideration of the foregoing, 49 CFR part 571 is amended as
follows:
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 571.108 is amended by
(a) Removing and reserving paragraphs S5.1.1.23, S5.1.1.24, S5.6,
S5.6.1 and S5.6.2;
(b) Revising the penultimate sentence of paragraph S6.1 to read as
follows;
(c) Adding new paragraphs S7.9, S7.9.1 through S7.9.4, S7.9.4.1,
S7.9.4.2, and S7.9.5 to read as follows;
(d) Adding in numerical order Figure 32; and
(e) Amending Table III by revising the text immediately following
the Table heading and by revising the entry for headlamps, to read as
follows:
Sec. 571.108 Standard No. 108 Lamps, Reflective Devices, and
Associated Equipment.
* * * * *
S5.1.1.23 [Reserved]
S5.1.1.24 [Reserved]
* * * * *
S5.6 [Reserved]
S5.6.1-S5.6.2 [Reserved]
* * * * *
S6 Subreferenced SAE Standards and Recommended Practices
S6.1 * * * For headlamps other than motorcycle headlamps, unless
otherwise specified in this standard, the version of SAE Standard J575
is DEC88, and the version of SAE Standard J602 is OCT80. * * *
* * * * *
S7 Headlighting requirements.
* * * * *
S7.9 Motorcycles. Each motorcycle shall be equipped with a
headlighting system designed to conform to the following requirements.
S7.9.1 A motorcycle manufactured before September 1, 2000, may be
equipped with--
(a) A headlighting system designed to conform to SAE Standard J584
Motorcycle Headlamps April 1964, or to SAE Standard J584 April 1964
with the photometric specifications of Figure 32 and the upper beam
aimability specifications of paragraph S7.9.3; or
(b) One half of any headlighting system specified in S7.1 through
S7.6 which provides both a full upper beam and full lower beam. Where
more than one lamp must be used, the lamps shall be mounted vertically,
with the lower beam as high as practicable.
S7.9.2 A motorcycle manufactured on or after September 1, 2000,
shall be equipped with--
(a) A headlighting system designed to conform to SAE Standard J584
Motorcycle Headlamps April 1964 with the photometric specifications of
Figure 32 and the upper beam aimability specifications of paragraph
S7.9.3; or
(b) A headlighting system that conforms to S7.9.1(b).
S7.9.3 The upper beam of a multiple beam headlamp designed to
conform to the photometric requirements of Figure 32 shall be aimed
photoelectrically during the photometric test in the manner prescribed
in SAE Standard J584 OCT93 Motorcycle Headlamps.
S7.9.4 Motorcycle headlamp modulation system.
S7.9.4.1 A headlamp on a motorcycle may be wired to modulate
either the upper beam or the lower beam from its maximum intensity to a
lesser intensity, provided that:
(a) The rate of modulation shall be 240 40 cycles per
minute.
(b) The headlamp shall be operated at maximum power for 50 to 70
percent of each cycle.
(c) The lowest intensity at any test point shall be not less than
17 percent of the maximum intensity measured at the same point.
(d) The modulator switch shall be wired in the power lead of the
beam filament being modulated and not in the ground side of the
circuit.
(e) Means shall be provided so that both the lower beam and upper
beam
[[Page 45363]]
remain operable in the event of a modulator failure.
(f) The system shall include a sensor mounted with the axis of its
sensing element perpendicular to a horizontal plane. Headlamp
modulation shall cease whenever the level of light emitted by a
tungsten filament light operating at 3000 deg. Kelvin is either less
than 270 lux (25 foot-candles) of direct light for upward pointing
sensors or less than 60 lux (5.6 foot-candles) of reflected light for
downward pointing sensors. The light is measured by a silicon cell type
light meter that is located at the sensor and pointing in the same
direction as the sensor. A Kodak Gray Card (Kodak R-27) is placed at
ground level to simulate the road surface in testing downward pointing
sensors.
(g) When tested in accordance with the test profile shown in Figure
9, the voltage drop across the modulator when the lamp is on at all
test conditions for 12 volt systems and 6 volt systems shall not be
greater than .45 volt. The modulator shall meet all the provisions of
the standard after completion of the test profile shown in Figure 9.
(h) Means shall be provided so that both the lower and upper beam
function at design voltage when the headlamp control switch is in
either the lower or upper beam position when the modulator is off.
S7.9.4.2(a) Each motorcycle headlamp modulator not intended as
original equipment, or its container, shall be labeled with the maximum
wattage, and the minimum wattage appropriate for its use. Additionally,
each such modulator shall comply with S7.9.4.1 (a) through (g) when
connected to a headlamp of the maximum rated power and a headlamp of
the minimum rated power, and shall provide means so that the modulated
beam functions at design voltage when the modulator is off.
(b) Instructions, with a diagram, shall be provided for mounting
the light sensor including location on the motorcycle, distance above
the road surface, and orientation with respect to the light.
S7.9.5 Each replaceable bulb headlamp that is designed to meet the
photometric requirements of paragraph S7.9.1(a) or paragraph S7.9.2(a)
and that is equipped with a light source other than a replaceable light
source meeting the requirements of paragraph S7.7, shall have the word
``motorcycle'' permanently marked on the lens in characters not less
than 0.114 in. (3 mm) in height.
* * * * *
Figure 32--Motorcycle and Motor-Driven Cycle Headlamp Photometric Requirements
----------------------------------------------------------------------------------------------------------------
Test Points (deg.) Motor-Driven Cycle
---------------------------------------------------- Motorcycle Motor-Driven Cycle with Single Lamp
Up or Down Left or Right (candela) (candela) System (candela)
----------------------------------------------------------------------------------------------------------------
Lower Beam
----------------------------------------------------------------------------------------------------------------
1.5U........................... 1R to R........... 1400-MAX.......... 1400-MAX
1.5U........................... 1R to 3R.......... .................. .................. 1400-MAX.
1U............................. 1.5L to L......... 700-MAX........... 700-MAX........... 700-MAX.
0.5U........................... 1.5L to L......... 1000-MAX.......... 1000-MAX.......... 1000-MAX.
0.5U........................... 1R to 3R.......... 2700-MAX.......... 2700-MAX.......... 2700-MAX.
1.5D........................... 9L and 9R......... 700-MIN
2D............................. 0.0R.............. 7000-MIN.......... 5000-MIN.......... 4000-MIN.
2D............................. 3L and 3R......... 4000-MIN.......... 3000-MIN.......... 3000-MIN.
2D............................. 6L and 6R......... 1500-MIN.......... 1500-MIN.......... 1500-MIN.
2D............................. 12L and 12R....... 700-MIN
3D............................. 6L and 6R......... 800-MIN........... 800-MIN
4D............................. 0.0R.............. 2000-MIN.......... 2000-MIN.......... 1000-MIN.
4D............................. 4R................ 12500-MAX......... 12500-MAX......... 12500-MAX.
----------------------------------------------------------------------------------------------------------------
Upper Beam
----------------------------------------------------------------------------------------------------------------
2U............................. 0.0R.............. 1000-MIN
1U............................. 3L and 3R......... 2000-MIN.......... 2000-MIN.
0.0U........................... 0.0R.............. 12500-MIN......... 10000-MIN.
0.5D........................... 0.0R.............. 20000-MIN......... 20000-MIN.
0.5D........................... 3L and 3R......... 10000-MIN......... 5000-MIN.
0.5D........................... 6L and 6R......... 3300-MIN.......... 2000-MIN.
0.5D........................... 9L and 9R......... 1500-MIN
0.5D........................... 12L and 12R....... 800-MIN
1D............................. 0.0R.............. 17500-MIN......... 15000-MIN.
2D............................. 0.0R.............. 5000-MIN.......... 5000-MIN.
3D............................. 0.0R.............. 2500-MIN.......... 2500-MIN.
3D............................. 6L and 6R......... .................. 800-MIN.
3D............................. 9L and 9R......... 1500-MIN
3D............................. 12L and 12R....... 300-MIN
4D............................. 0.0R.............. 1500-MIN
4D............................. 0.0R.............. 7500-MAX.......... 7500-MAX.
ANYWHERE....................... ANYWHERE.......... 75000-MAX......... 75000-MAX.
----------------------------------------------------------------------------------------------------------------
* * * * *
[[Page 45364]]
Table III--Required Motor Vehicle Lighting Equipment
[All Passenger Cars and Motorcycles, and Multipurpose Passenger Vehicles, Trucks, Buses and Trailers of Less
Than 80 (2032) Inches (M) Overall Width]
----------------------------------------------------------------------------------------------------------------
Passenger cars,
multipurpose Applicable SAE standard or
passenger recommended practice (See
Item vehicles, Trailers Motorcycles S5 for subreferenced SAE
trucks, and materials)
buses
----------------------------------------------------------------------------------------------------------------
Headlamps.................... See S7.......... None............ See S7.9........ J566 January 1960.
* * * * * *
*
----------------------------------------------------------------------------------------------------------------
* * * * *
Issued on: August 23, 1996.
Ricardo Martinez,
Administrator.
[FR Doc. 96-22058 Filed 8-28-96; 8:45 am]
BILLING CODE 4910-59-P