[Federal Register Volume 63, Number 101 (Wednesday, May 27, 1998)]
[Rules and Regulations]
[Pages 28922-28957]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-13431]


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

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.

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

[[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
---------------------------------------------------------------------------

    \1\ The issues relating to the other standards addressed in the 
NPRM are discussed in today's companion notice.
---------------------------------------------------------------------------

    A. Exact Versus Equivalent Conversions--In the NPRM, NHTSA stated 
that although it generally favors the use of equivalent conversions, it 
will not use equivalent conversions where there is a specific safety 
need or other reason to make an exact conversion. For certain proposed 
conversions (i.e., ones involving requirements that specify the height 
of lettering, the minimum depth to which the lettering must be 
impressed, or the maximum height to which it must be embossed), NHTSA 
proposed exact conversions, to minimize the possibility of 
manufacturers' having to change molds and materials.
    NHTSA also noted that it proposed in the following instances to 
make exact conversions to avoid a possibility that the standard would 
become more stringent as a result of the conversion: (1) In making any 
conversions of gross vehicle weight ratings (GVWRs); and (2) in the 
specifications for the loading of test vehicles in Standard No. 219, 
Windshield zone intrusion, and Standard No. 301, Fuel system integrity. 
Certain tested vehicles must be loaded to their unloaded vehicle weight 
plus 300 pounds. In the NPRM, the agency proposed to convert 300 pounds 
to 136 kilograms, the equivalent conversion. NHTSA proposed conversion 
to 136 kilograms, instead of 140 kilograms, because a slight increase 
in the load required for Standards Nos. 219 and 301 testing (resulting 
from a conversion to 140 kilograms) might result in manufacturers 
having to conduct a separate crash test for Standard No. 219 and 
Standard No. 301 certification.
    B. ``Mass'' vs. ``Weight''--NHTSA stated that in instances in which 
the safety standards use ``weight'' to mean ``mass'' in describing 
compliance testing conditions and procedures, or in other instances in 
which the standards are primarily directed to engineers or other 
technically trained persons, NHTSA will substitute ``mass'' for 
``weight'' in the regulatory text. However, when ``weight'' is part of 
a term defined at 49 CFR 571.3, such as ``curb weight,''

[[Page 28924]]

``gross axle weight rating,'' or ``unloaded vehicle weight,'' NHTSA 
stated it will not make any change.
    C. Force Measurements--In making the metric conversion of the force 
measurements in Standard Nos. 220 and 222, NHTSA proposed to specify 
the steps of the conversion in the regulatory language, to minimize the 
chance of the wrong metric system conversion being made. For Standard 
No. 220, NHTSA proposed to amend the force measurement language (in S4) 
to provide that the roof of the vehicle's body structure shall be 
subjected to a force in Newtons equal to 1.5 times the unloaded vehicle 
weight, measured in kilograms and multiplied by 9.8 m/s2. 
For Standard No. 222, NHTSA proposed to amend the force measurement 
language (in S5.1.5) to provide that the seat cushion shall not 
separate from the seat at any attachment point when subjected to an 
upward force in Newtons of 5 times the mass of the seat cushion in 
kilograms and multiplied by 9.8 m/s2.
    D. Dual Measurements--The agency stated its belief that converting 
some tables so that they contain only metric measurements would not be 
very informative to American mirror manufacturers or to American tire 
manufacturers and retreaders, many of whom may be more familiar with 
English measurements. Therefore, in the case of the mirror and tire 
standards, NHTSA proposed that the tables and regulatory text provide 
both the English and metric systems of measurement. Specifically, in 
Standard No. 111, Rearview mirrors, NHTSA proposed to provide both 
English and metric measurements for radii of curvature specified in 
Table I--``Conversion Table from Spherometer Dial Reading to Radius of 
Curvature.'' Proposed changes to the tire standards are discussed in 
the companion notice published in this Federal Register issue.
    NHTSA sought public comment on the proposal to use dual 
measurements for the specified tables and on the period of time after 
which the English units of measurements should be phased out.
    E. Leadtime--NHTSA proposed that, if made final, the changes 
proposed in the NPRM take effect one year after the publication of the 
final rule, with manufacturers given the option to comply immediately 
with the amended language.
    F. Other Changes--NHTSA also proposed to correct typographical and 
or other nonsubstantive errors in Standard No. 207, Seating systems, 
and Standard No. 210, Seat belt assembly anchorage, and to remove 
outdated language in Standard No. 204, Steering control rearward 
displacement, and Standard No. 210, Seat belt assembly anchorages.

III. Public Comments and NHTSA's Response

    In response to the NPRM, NHTSA received comments from eighteen 
commenters. The following commenters addressed only proposed metric 
conversions in the tire standards: Japan Automobile Tire Manufacturers 
Association; Goodyear; Rubber Manufacturers Association; Toyota; and 
the European Tyre and Rim Technical Organization. Comments on the tire 
standards are addressed in today's Federal Register notice on tire 
metrication.
    The American Society for Testing and Materials (ASTM) sent NHTSA a 
copy of its 1996 version of ASTM G23 ``Practice for operating light-
exposure apparatus (carbon-arc type) with and without water for 
exposure of nonmetallic materials'' as an example of how it was 
converting its recommended practices to the metric system. ASTM stated 
that the 1996 version has many improvements over the 1981 version.
    Other commenters either addressed the principles used in making 
conversions, or suggested changes to specific proposed conversions. The 
following issues were addressed by commenters, and are followed by 
NHTSA's response:
    Exact vs. equivalent measurements--Mr. Bruce Barrow of the Defense 
Information Systems Agency, on behalf of the Interagency Council on 
Metric Policy, cautioned NHTSA to ``avoid implying much more precision 
than is warranted.'' As an example of what it believed to be excess 
precision, the Council cited the conversion of 10,000 lbs. to 4536 
kilograms for gross vehicle weight ratings (GVWRs), recommending 
instead that the conversion be made to 4500 kg. On the other hand, 
Thomas Built and Volkswagen recommended that in converting the GVWR of 
10,000 lbs, the exact conversion (4536 kg) be used, not the equivalent 
conversion (4500 kg).
    NHTSA has resolved the issue of GVWR conversions in the first round 
of metrication (see final rule of March 14, 1995; 60 FR 13639) and will 
not readdress that issue. NHTSA decided to use exact conversions for 
GVWR measurements because, in some industries such as school bus 
manufacturing, 36 kilograms (approximately 80 pounds) makes a 
difference in determining whether a particular school bus must meet the 
school bus standards for vehicles over 10,000 lbs. GVWR or vehicles 
under 10,000 lbs.
    The California Department of Transportation (CDOT) asked that NHTSA 
not change references to GVWR until all truck size and weight 
regulations are converted to the metric system. CDOT's request is 
consistent with NHTSA's stated approach of not changing ``weight'' to 
``mass'' when ``weight'' is part of a term defined at 49 CFR 571.3 such 
as ``gross vehicle weight rating'' or ``curb weight.'' Mr. Gary Vigen 
wrote that he favored equivalent conversions, rather than exact 
conversions. Mr. Vigen did not give a reason for his position.
    ``Mass'' vs. ``Weight''--The Interagency Council on Metric Policy 
commented that NHTSA should not consider redefining established terms 
such as ``gross vehicle weight.'' As previously noted, NHTSA agrees 
with this comment. The Council also recommended that because of 
confusion regarding the use of the word ``weight'' vs. ``mass'', that 
each standard include in its preface the statement: ``In this document 
the word `weight' is used as a synonym for `mass.' '' Because adopting 
this recommendation may make substantive changes in affected standards, 
NHTSA is not making the suggested change in this final rule. However, 
in its future metrication efforts, NHTSA will consider including the 
Council's recommended statement for specific safety standards.
    Professor E. A. Mechtly of the University of Illinois, Urbana, 
commented generally that the NPRM's use of ``pound'' and ``weight'' 
required correction. However, since he did not specify where the terms 
should be corrected, NHTSA is not making any changes in response to 
Professor Mechtly's comments on this issue.
    Force measurements--The Interagency Council on Metric Policy 
recommended that in converting force measurements, the seat cushion or 
unloaded vehicle weight, measured in kilograms, be multiplied by 10 m/
s2 rather than 9.8 m/s2. NHTSA is not adopting 
this comment because, in Standard No. 220, School bus rollover 
protection, and Standard No. 222, School bus passenger seating and 
crash protection, where force measurements are used, using a factor of 
10 may have the effect of making the Standards slightly more stringent 
than under the English measurement system. However, NHTSA notes that 
use of 9.8 in the Standards would not preclude a manufacturer from 
using a factor of 10 when conducting its compliance testing with a 
safety standard.

[[Page 28925]]

    Dual Measurements--Mr. Gary Vigen wrote that he did not favor dual 
unit tables because ``(i)n the long run, there is less chance for error 
when only one set of units is used.'' The Interagency Council on Metric 
Policy recommended that dual measurements be avoided as much as 
possible. Land Rover questioned the necessity for dual English and 
metric measurements when ``information is intended to be used by people 
in the manufacturing industry.''
    NHTSA agrees with the commenters that ideally, dual measurements 
need not be used. However, as stated in the NPRM, NHTSA believes that 
converting some tables so that they contain only metric measurements 
may not be very informative for American mirror manufacturers or for 
American tire manufacturers or retreaders, who may be more familiar 
with the English system. NHTSA received no comment addressing whether 
mirror manufacturers are familiar with the metric system and therefore 
do not need dual measurements. NHTSA is adopting the proposal in the 
NPRM for using dual measurements in Standard No. 111, Rearview mirrors. 
Dual measurements for the tire standards are addressed in today's 
companion final rule on metricating the tire standards.
    Other Changes--Many commenters, including Ford, General Motors, 
Land Rover, Mitsubishi, Volkswagen, and Transport Canada commented on 
specific proposed changes to the safety standards. Many of the comments 
noted typographical errors, or provided the correct abbreviation for a 
metric measurement. NHTSA is adopting all of these technical comments. 
In particular, General Motors noted that NHTSA did not propose to 
convert to metric measurements, Figure 1 to Standard No. 219, 
Windshield zone intrusion. The oversight has been corrected in the 
final rule.
    Land Rover also stated that in part 583, Automobile Parts Content 
Labeling, the ``example provided * * * does not comply with the 
labeling typeface requirements (block capitals) in the regulation/
standard.'' NHTSA does not believe that the ``PARTS CONTENT 
INFORMATION'' example provided for part 583 requires correction from 
the existing lower case to upper case because the specified information 
is correct. NHTSA is therefore not adopting Land Rover's suggestion.
    NHTSA is not adopting Professor Mechtly's suggested changes to 
Standard No. 126, Truck-camper loading, because that standard was not 
proposed to be amended in the April 1997 notice of proposed rulemaking. 
NHTSA is also not adopting Professor Mechtly's recommended language for 
Standard No. 220, Schoolbus rollover protection, because it believes 
that adopting the language might result in a substantive change to the 
standard.
    Ford noted that, in Standard No. 111, Rearview mirrors, NHTSA did 
not propose to convert Figure 3. NHTSA notes that Figure 3 ``Camera 
Locations for School Bus Field-of-View Test'' is already described in 
both metric and English system measurements.
    Standard No. 201--In the notice of proposed rulemaking, NHTSA 
proposed metricating Standard No. 201, Occupant Protection in Interior 
Impacts. However, on April 8, 1997 (62 FR 16718), NHTSA published a 
final rule metricating Standard No. 201. Since Standard No. 201 has 
already been metricated, this final rule will not make changes to 
Standard No. 201.
    Leadtime--In the NPRM, NHTSA proposed that, if made final, the 
changes in the NPRM take effect one year after the final rule is 
published in the Federal Register. NHTSA received no comments relating 
to the leadtime that should be provided for changes to standards for 
products other than tires. Thus, for the non-tire FMVSSs, the changes 
in this final rule will take effect one year after the publication of 
this final rule. Today's companion Federal Register notice addressing 
metric conversions in the tire standards addresses leadtime for the 
tire standards.

IV. Regulatory Impacts

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

    NHTSA has examined the impact of this rulemaking action under E.O. 
12866 and the Department of Transportation's regulatory policies and 
procedures. This rulemaking document was not reviewed under E. O. 
12866, ``Regulatory Planning and Review.'' This action has been 
determined to be not ``significant'' under DOT's regulatory policies 
and procedures.
    In converting the Federal Motor Vehicle Safety Standards from the 
English to the metric measurement system, the agency has made 
conversions in a way that does not substantively change the performance 
requirements of the FMVSS's. As a result of this rule, manufacturers 
now providing consumer information (e.g., labeling) may incur minimal 
additional costs since they would have to change their information to 
add the metric units. However, the agency believes additional costs 
would be minuscule, since manufacturers currently label and provide 
consumer information in English units. The impacts of this action are 
so minor that a full regulatory evaluation for this proposed rule has 
not been prepared.

B. Regulatory Flexibility Act

    The agency has also considered the effects of this rulemaking 
action under the Regulatory Flexibility Act (5 U.S.C. 601 et seq.). I 
certify that this final rule will not have a significant economic 
impact on a substantial number of small entities. The rationale for 
this certification is that converting the FMVSS from the English system 
to the metric system will not substantively change the performance 
requirements of any of the Federal Motor Vehicle Safety Standards. 
Manufacturers that qualify as small businesses that have not been 
labeling their products in metric units or provide consumer information 
in metric units will incur some costs to include metric information on 
their labeling. However, the agency believes such costs will be 
minimal, given these manufacturers are currently labeling and providing 
the consumer information in English units.

C. Environmental Impacts

    In accordance with the National Environmental Policy Act of 1969, 
the agency has considered the environmental impacts of this rulemaking 
action and determined that, as a final rule, it will not have a 
significant impact on the quality of the human environment.

D. Federalism

    This action has been analyzed in accordance with the principles and 
criteria contained in Executive Order 12612, and it has been determined 
that the final rule does not have sufficient federalism implications to 
warrant the preparation of a Federalism Assessment.

E. Civil Justice Reform

    This rule will not have a retroactive effect. Under 49 U.S.C. 
section 30103, whenever a Federal motor vehicle safety standard is in 
effect, a state may not adopt or maintain a safety standard applicable 
to the same aspect of performance which is not identical to the Federal 
standard. 49 U.S.C. section 30106 sets forth a procedure for judicial 
review of final rules establishing, amending or revoking Federal motor 
vehicle safety standards. That section does not require submission of a 
petition for reconsideration or other administrative proceedings before 
parties may file suit in court.

[[Page 28926]]

List of Subjects in 49 CFR Part 571

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

    In consideration of the foregoing, the Federal Motor Vehicle Safety 
Standards (49 CFR part 571), are amended as set forth below.

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

    1. The authority citation for part 571 continues to read as 
follows:

    Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166; 
delegation of authority at 49 CFR 1.50.

    2. Section 571.101 is amended by revising S5(a) and revising S5.3.5 
to read as follows:


Sec. 571.101  Standard No. 101, Controls and displays.

* * * * *
    S5. Requirements. (a) Except as provided in paragraph (b) of this 
section, each passenger car, multipurpose passenger vehicle, truck and 
bus manufactured with any control listed in S5.1 or in column 1 of 
Table 1, and each passenger car, multipurpose passenger vehicle and 
truck or bus less than 4,536 kg GVWR with any display listed in S5.1 or 
in column 1 of Table 2 shall meet the requirements of this standard for 
the location, identification, and illumination of such control or 
display.
* * * * *
    S5.3.5  Any source of illumination within the passenger compartment 
which is forward of a transverse vertical plane 110 mm rearward of the 
manikin ``H'' point with the driver's seat in its rearmost driving 
position, which is not used for the controls and displays regulated by 
this standard, which is not a telltale, and which is capable of being 
illuminated while the vehicle is in motion, shall have either (1) light 
intensity which is manually or automatically adjustable to provide at 
least two levels of brightness, (2) a single intensity that is barely 
discernible to a driver who has adapted to dark ambient roadway 
conditions, or (3) a means of being turned off. This requirement does 
not apply to buses that are normally operated with the passenger 
compartment illuminated.
* * * * *
    3. Section 571.101 is amended by revising Table 1 and Table 2 that 
follow S6 to read as follows:

BILLING CODE 4910-59-P

[[Page 28927]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.000



[[Page 28928]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.001



BILLING CODE 4910-59-C

[[Page 28929]]

    4. Section 571.111 is amended by revising S5.1.1; revising S5.1.2; 
revising S5.2.1; revising S5.4.2; revising S5.4.3; revising S6; 
revising S6.1; revising S7; revising S7.1; revising S8; revising S8.1; 
revising S9.2; revising S9.3; revising S10.1; revising S12.2; revising 
S12.3; revising S12.4; and revising S13.2 to read as follows:


Sec. 571.111  Standard No. 111, Rearview mirrors.

* * * * *
    S5.1.1  Field of view. Except as provided in S5.3, the mirror shall 
provide a field of view with an included horizontal angle measured from 
the projected eye point of at least 20 degrees, and sufficient vertical 
angle to provide a view of a level road surface extending to the 
horizon beginning at a point not greater than 60 m to the rear of the 
vehicle when the vehicle is occupied by the driver and four passengers 
or the designated occupant capacity, if less, based on an average 
occupant weight of 68 kg. The line of sight may be partially obscured 
by seated occupants or by head restraints. The location of the driver's 
eye reference points shall be those established in Motor Vehicle Safety 
Standard No. 104 (Sec. 571.104) or a nominal location appropriate for 
any 95th percentile male driver.
    S5.1.2  Mounting. The mirror mounting shall provide a stable 
support for the mirror, and shall provide for mirror adjustment by 
tilting in both the horizontal and vertical directions. If the mirror 
is in the head impact area, the mounting shall deflect, collapse or 
break away without leaving sharp edges when the reflective surface of 
the mirror is subjected to a force of 400 N in any forward direction 
that is not more than 45 deg. from the forward longitudinal direction.
    S5.2.1  Field of view. Each passenger car shall have an outside 
mirror of unit magnification. The mirror shall provide the driver a 
view of a level road surface extending to the horizon from a line, 
perpendicular to a longitudinal plane tangent to the driver's side of 
the vehicle at the widest point, extending 2.4 m out from the tangent 
plane 10.7 m behind the driver's eyes, with the seat in the rearmost 
position. The line of sight may be partially obscured by rear body or 
fender contours. The location of the driver's eye reference points 
shall be those established in Motor Vehicle Safety Standard No. 104 
(Sec. 571.104) or a nominal location appropriate for any 95th 
percentile male driver.
* * * * *
    S5.4.2  Each convex mirror shall have permanently and indelibly 
marked at the lower edge of the mirror's reflective surface, in letters 
not less than 4.8 mm nor more than 6.4 mm high the words ``Objects in 
Mirror Are Closer Than They Appear.''
    S5.4.3  The average radius of curvature of each such mirror, as 
determined by using the procedure in S12., shall be not less than 889 
mm and not more than 1,651 mm.
    S6. Requirements for multipurpose passenger vehicles, trucks, and 
buses, other than school buses, with GVWR of 4,536 kg or less.
    S6.1  Each multipurpose passenger vehicle, truck and bus, other 
than a school bus, with a GVWR of 4,536 kg or less shall have either--
    (a) Mirrors that conform to the requirements of S5.; or
    (b) Outside mirrors of unit magnification, each with not less than 
126 cm2 of reflective surface, installed with stable 
supports on both sides of the vehicle, located so as to provide the 
driver a view to the rear along both sides of the vehicle, and 
adjustable in both the horizontal and vertical directions to view the 
rearward scene.
    S7. Requirements for multipurpose passenger vehicles and trucks 
with a GVWR of more than 4,536 kg and less than 11,340 kg and buses, 
other than school buses, with a GVWR of more than 4,536 kg.
    S7.1  Each multipurpose passenger vehicle and truck with a GVWR of 
more than 4,536 kg and less than 11,340 kg and each bus, other than a 
school bus, with a GVWR of more than 4,536 kg shall have outside 
mirrors of unit magnification, each with not less than 323 
cm2 of reflective surface, installed with stable supports on 
both sides of the vehicle. The mirrors shall be located so as to 
provide the driver a view to the rear along both sides of the vehicle 
and shall be adjustable both in the horizontal and vertical directions 
to view the rearward scene.
    S8. Requirements for multipurpose passenger vehicles and trucks 
with a GVWR of 11,340 kg or more.
    S8.1  Each multipurpose passenger vehicle and truck with a GVWR of 
11,340 kg or more shall have outside mirrors of unit magnification, 
each with not less than 323 cm2 of reflective surface, 
installed with stable supports on both sides of the vehicle. The 
mirrors shall be located so as to provide the driver a view to the rear 
along both sides of the vehicle and shall be adjustable both in the 
horizontal and vertical directions to view the rearward scene.
* * * * *
    S9.2  System A shall be located with stable supports so that the 
portion of the system on the bus's left side, and the portion on its 
right side, each:
    (a) Includes at least one mirror of unit magnification with not 
less than 323 cm2 of reflective surface; and
    (b) Includes one or more mirrors which together provide, at the 
driver's eye location, a view of:
    (1) For the mirror system on the right side of the bus, the entire 
top surface of cylinder N in Figure 2, and of that area of the ground 
which extends rearward from the mirror surface not less than 61 meters.
    (2) For the mirror system on the left side of the bus, the entire 
top surface of cylinder M in Figure 2, and of that area of the ground 
which extends rearward from the mirror surface not less than 61 meters.
    S9.3(a)  For each of the cylinders A though P whose entire top 
surface is not directly visible from the driver's eye location, System 
B shall provide, at that location:
    (1) A view of the entire top surface of that cylinder.
    (2) A view of the ground that overlaps with the view of the ground 
provided by System A.
    (b) Each mirror installed in compliance with S9.3(a) shall meet the 
following requirements:
    (1) Each mirror shall have a projected area of at least 258 
cm2, as measured on a plane at a right angle to the mirror's 
axis.
    (2) Each mirror shall be located such that the distance from the 
center point of the eye location of a 25th percentile adult female 
seated in the driver's seat to the center of the mirror shall be at 
least 95 cm2.
    (3) Each mirror shall have no discontinuities in the slope of the 
surface of the mirror.
    (4) Each mirror shall be installed with a stable support.
    (c) Each school bus which has a mirror installed in compliance with 
S9.3(a) that has an average radius of curvature of less than 889 mm, as 
determined under S12, shall have a label visible to the seated driver. 
The label shall be printed in a type face and color that are clear and 
conspicuous. The label shall state the following:
    ``USE CROSS VIEW MIRRORS TO VIEW PEDESTRIANS WHILE BUS IS STOPPED. 
DO NOT USE THESE MIRRORS TO VIEW TRAFFIC WHILE BUS IS MOVING. IMAGES IN 
SUCH MIRRORS DO NOT ACCURATELY SHOW ANOTHER VEHICLE'S LOCATION.''
* * * * *
    S10.1  Each motorcycle shall have either a mirror of unit 
magnification

[[Page 28930]]

with not less than 8065 mm2 of reflective surface, or a 
convex mirror with not less than 6450 mm2 of reflective 
surface and an average radius of curvature not less than 508 mm and not 
greater than 1524 mm, installed with a stable support, and mounted so 
that the horizontal center of the reflective surface is at least 279 mm 
outward of the longitudinal centerline of the motorcycle. The mirror 
shall be adjustable by tilting in both the horizontal and vertical 
directions.
* * * * *
    S12.2  The 3-point linear spherometer has two outer fixed legs 38 
mm apart and one inner movable leg at the midpoint. The spherometer has 
a dial indicator with a scale that can be read accurately to .0025 mm, 
with the zero reading being a flat surface.
    S12.3  The 10 test positions on the image display consist of two 
positions at right angles to each other at each of five locations as 
shown in Figure 1. The locations are at the center of the mirror, at 
the left and right ends of a horizontal line that bisects the mirror 
and at the top and bottom ends of a vertical line that bisects the 
mirror. None of the readings are within a 6.4 mm border on the edge of 
the image display.
    S12.4  At each position, the spherometer is held perpendicular to 
the convex mirror-surface and a record is made of the reading on the 
dial indicator to the nearest .0025 mm.
* * * * *
    S13.2  The cylinders are 0.3048 m high and 0.3048 m in diameter, 
except for cylinder P which is 0.9144 m high and 0.3048 m in diameter.
* * * * *
    5. In Sec. 571.111, Table I--``Conversion Table from Spherometer 
Dial Reading to Radius of Curvature'', following Figure 1 in S12.8, 
would be revised to read as follows:

  Table I.--Conversion Table From Spherometer Dial Reading to Radius of 
                                Curvature                               
------------------------------------------------------------------------
                                                    Radius of  Radius of
                   Dial reading                     curvature  curvature
                                                     (inches)     (mm)  
------------------------------------------------------------------------
.00330............................................       85.2     2164.1
.00350............................................       80.4    2042.2.
.00374............................................       75.2     1910.1
.00402............................................       70.0     1778.0
.00416............................................       67.6     1717.0
.00432............................................       65.1     1653.5
.00450............................................       62.5     1587.5
.00468............................................       60.1     1526.5
.00476............................................       59.1     1501.1
.00484............................................       58.1     1475.7
.00492............................................       57.2     1452.9
.00502............................................       56.0     1422.4
.00512............................................       54.9     1394.5
.00522............................................       53.8     1369.1
.00536............................................       55.5     1333.5
.00544............................................       51.7     1313.2
.00554............................................       50.8     1290.3
.00566............................................       49.7     1262.4
.00580............................................       48.5     1231.9
.00592............................................       47.5     1206.5
.00606............................................       46.4     1178.6
.00622............................................       45.2     1148.1
.00636............................................       44.2     1122.7
.00654............................................       43.0     1092.2
.00668............................................       42.1     1069.3
.00686............................................       41.0     1041.1
.00694............................................       40.5     1028.7
.00720............................................       39.1      993.1
.00740............................................       38.0      965.2
.00760............................................       37.0      939.8
.00780............................................       36.1      916.9
.00802............................................       35.1      891.5
.00922............................................       34.2      868.7
.00850............................................       33.1      840.7
.00878............................................       32.0      812.8
.00906............................................       31.0      787.4
.00922............................................       30.5      774.7
.00938............................................       30.0      762.0
.00960............................................       29.3      744.2
.00980............................................       28.7      728.9
.01004............................................       28.0      711.2
.01022............................................       27.5      698.5
.01042............................................       27.0      685.8
.01060............................................       26.5      673.1
.01080............................................       26.0      660.4
.01110............................................       25.3      642.6
.01130............................................       24.9      632.5
.01170............................................       24.0      609.6
.01200............................................       23.4      594.4
.01240............................................       22.7      576.6
.01280............................................       22.0      558.8
.01310............................................       21.5      546.1
.01360............................................       20.7      525.8
.01400............................................       20.1      510.5
.01430............................................       19.1      500.4
.01460............................................       19.0      482.6
.01540............................................       18.3      464.8
.01570............................................       17.9      454.7
.01610............................................       17.5      444.5
.01650............................................       17.1      434.3
.01700............................................       16.6      421.6
.01750............................................       16.1      408.9
.01800............................................       15.6      396.2
.01860............................................       15.1      383.5
.01910............................................       14.7      373.4
.01980............................................       14.2      360.7
.02040............................................       13.8      350.5
.02100............................................       13.4      340.4
.02160............................................       13.0      330.2
.02250............................................       12.5      317.5
.02340............................................       12.0      304.8
.02450............................................       11.5      292.1
.02560............................................       11.2      279.4
.02680............................................       10.5      266.7
.02810............................................       10.0      254.0
.02960............................................        9.5      241.3
.03130............................................        9.0      228.6
.03310............................................        8.5      215.9
------------------------------------------------------------------------

    6. In Sec. 571.111, Figure 2 ``Location of Test Cylinders for 
School Bus Field-of-View Test'', after S13.3(g), is revised to read as 
follows:

BILLING CODE 4910-59-P

[[Page 28931]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.002



BILLING CODE 4910-59-C

[[Page 28932]]

    7. Section 571.116 is amended by revising S5.1.3; revising S5.2.1; 
revising in S5.2.2.2, the introductory paragraph and paragraph (g)(4); 
revising in S5.2.2.3, the introductory paragraph, paragraph (d) and 
paragraph (e)(4); revising S6.3; revising in S6.6.6, paragraph (a); 
revising S6.8.3; revising in S6.10.3, paragraph (a); revising S6.11.1; 
revising S6.11.6; revising, in S6.13.2, paragraph (b); revising in 
S6.13.3, paragraph (b), revising in S6.13.4, paragraph (c)(1); revising 
S7.4.2; and revising in S7.5.1, paragraph (b), to read as follows:


Sec. 571.116  Standard No. 116, Motor vehicle brake fluids.

* * * * *
    S5.1.3. Kinematic viscosities. When brake fluid is tested according 
to S6.3, the kinematic viscosities in square millimeters per second at 
stated temperatures shall be neither less than 1.5 mm\2\/s at 100 deg. 
C. (212 deg. F.) nor more than the following maximum value for the 
grade indicated:
    (a) DOT 3: 1,500 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
    (b) DOT 4: 1,800 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
    (c) DOT 5: 900 mm\2\/s at minus 40 deg. C. (minus 40 deg. F.).
* * * * *
    S5.2.1  Container sealing. Each brake fluid or hydraulic system 
mineral oil container with a capacity of 177 mL or more shall be 
provided with a resealable closure that has an inner seal impervious to 
the packaged brake fluid. The container closure shall include a tamper-
proof feature that will either be destroyed or substantially altered 
when the container closure is initially opened.
* * * * *
    S5.2.2.2  Each packager of brake fluid shall furnish the 
information specified in paragraphs (a) through (g) of this S5.2.2.2 by 
clearly marking it on each brake fluid container or on a label (labels) 
permanently affixed to the container, in any location except a 
removable part such as a lid. After being subjected to the operations 
and conditions specified in S6.14, the information required by this 
section shall be legible to an observer having corrected visual acuity 
of 20/40 (Snellen ratio) at a distance of 305 mm, and any label affixed 
to the container in compliance with this section shall not be removable 
without its being destroyed or defaced.
* * * * *
    (g) * * *
    (4) CAUTION: DO NOT REFILL CONTAINER, AND DO NOT USE FOR OTHER 
LIQUIDS. (Not required for containers with a capacity in excess of 19 
L.)
    S5.2.2.3  Each packager of hydraulic system mineral oil shall 
furnish the information specified in paragraphs (a) through (e) of this 
S5.2.2.3 by clearly marking it on each brake fluid container or on a 
label (labels) permanently affixed to the container, in any location 
except a removable part such as a lid. After being subjected to the 
operations and conditions specified in S6.14, the information required 
by this section shall be legible to an observer having corrected visual 
acuity of 20/40 (Snellen ratio) at a distance of 305 mm and any label 
affixed to the container in compliance with this section shall not be 
removable without its being destroyed or defaced.
* * * * *
    (d) Designation of the contents as ``HYDRAULIC SYSTEM MINERAL OIL'' 
in capital letters at least 3 mm high.
    (e) The following safety warnings in capital and lowercase letters 
as indicated:
* * * * *
    (4) CAUTION: STORE HYDRAULIC SYSTEM MINERAL OIL ONLY IN ITS 
ORIGINAL CONTAINER. KEEP CONTAINER CLEAN AND TIGHTLY CLOSED. DO NOT 
REFILL CONTAINER OR USE OTHER LIQUIDS. (The last sentence is not 
required for containers with a capacity in excess of 19 L.)
* * * * *
    S6.3  Kinematic viscosity. Determine the kinematic viscosity of a 
brake fluid in mm\2\s by the following procedure. Run duplicate samples 
at each of the specified temperatures, making two timed runs on each 
sample.
* * * * *
    S6.6.6  Calculation
    (a) Measure the area of each type of test strip to the nearest 
square centimeter. Divide the average change in mass for each type by 
the area of that type.
* * * * *
    S6.8.3  Procedure. Obtain the tare weight of each of the four 
covered petri dishes to the nearest 0.01 gram. Place 251 
ml. of brake fluid in each dish, replace proper covers and reweigh. 
Determine the weight of each brake fluid test specimen by the 
difference. Place the four dishes, each inside its inverted cover, in 
the oven at 100 deg.2 deg. C. (212 deg.4 deg. 
F.) for 462 hours. (Note: Do not simultaneously heat more 
than one fluid in the same oven.) Remove the dishes from the oven, 
allow to cool to 23 deg.5 deg. C. 
(73.4 deg.9 deg. F.), and weigh. Return to the oven for an 
additional 242 hours. If at the end of 724 
hours the average loss by evaporation is less than 60 percent, 
discontinue the evaporation procedure and proceed with examination of 
the residue. Otherwise, continue this procedure either until 
equilibrium is reached as evidenced by an incremental mass loss of less 
than 0.25 gram in 24 hours on all individual dishes or for a maximum of 
7 days. During the heating and weighing operation, if it is necessary 
to remove the dishes from the oven for a period of longer than 1 hour, 
the dishes shall be stored in a desiccator as soon as cooled to room 
temperature. Calculate the percentage of fluid evaporated from each 
dish. Examine the residue in the dishes at the end of 1 hour at 
23 deg.5 deg. C. (73.4 deg.9 deg. F.). Rub any 
sediment with the fingertip to determine grittiness or abrasiveness. 
Combine the residues from all four dishes in a 118 mL (4-ounce) oil-
sample bottle and store vertically in a cold chamber at minus 
5 deg.1 deg. C. (23 deg.5 deg. F.) for 
6010 minutes. Quickly remove the bottle and place in the 
horizontal position. The residue must flow at least 5 mm (0.2 inch) 
along the tube within 5 seconds.
* * * * *
    S6.10.3  Procedure
    (a) At low temperature.
    Mix 500.5 mL of brake fluid with 500.5 mL 
of SAE RM-66-04 Compatibility Fluid. Pour this mixture into a 
centrifuge tube and stopper with a clean dry cork. Place tube in the 
cold chamber maintained at minus 40 deg.2 deg. C. (minus 
40 deg.4 deg. F). After 242 hours, remove tube, 
quickly wipe with a clean lint-free cloth saturated with ethanol 
(isopropanol when testing DOT 5 fluids) or acetone. Examine the test 
specimen for evidence of slugging, sedimentation, or crystallization. 
Test fluids, except DOT 5 SBBF, shall be examined for stratification.
* * * * *
    S6.11.1  Summary of procedure.
    Brake fluids, except DOT 5 SBBF, are activated with a mixture of 
approximately 0.2 percent benzoyl peroxide and 5 percent water. DOT 5 
SBBF is humidified in accordance with S6.2 eliminating determination of 
the ERBP, and then approximately 0.2 percent benzoyl peroxide is added. 
A corrosion test strip assembly consisting of cast iron and an aluminum 
strip separated by tinfoil squares at each end is then rested on a 
piece of SBR WC cup positioned so that the test strip is half immersed 
in the fluid and oven aged at 70 deg. C. (158 deg. F.) for 168 hours. 
At the end of this period, the metal strips are examined for pitting, 
etching, and loss of mass.
* * * * *

[[Page 28933]]

    S6.11.6  Calculation. Determine corrosion loss by dividing the 
change in mass of each metal strip by the total surface area of each 
strip measured in square millimeters (mm2), to the nearest 
square millimeter (mm2). Average the results for the two 
strips of each type of metal, rounding to the nearest 0.05 mg. per 100 
square millimeter (mm2). If only one of the duplicates fails 
for any reason, run a second set of duplicate samples. Both repeat 
samples shall meet all requirements of S5.1.11.
* * * * *
    S6.13.2  Apparatus and equipment.
* * * * *
    (b) Braking pressure actuation mechanism. An actuating mechanism 
for applying a force to the master cylinder pushrod without side 
thrust. The amount of force applied by the actuating mechanism shall be 
adjustable and capable of applying sufficient thrust to the master 
cylinder to create a pressure of at least 6895 kPa (1,000 p.s.i.) in 
the simulated brake system. A hydraulic gage or pressure recorder, 
having a range of at least 0 to 6895 kPa (0 to 1,000 p.s.i), shall be 
installed between the master cylinder and the brake assemblies and 
shall be provided with a shutoff valve and with a bleeding valve for 
removing air from the connecting tubing. The actuating mechanism shall 
be designed to permit adjustable stroking rates of approximately 1,000 
strokes per hour. Use a mechanical or electrical counter to record the 
total number of strokes.
* * * * *
    S6.13.3  Materials.
* * * * *
    (b) Steel tubing. Double wall steel tubing meeting SAE 
specification J527. A complete replacement of tubing is essential when 
visual inspection indicates any corrosion or deposits on inner surface 
of tubing. Tubing from master cylinder to one wheel cylinder shall be 
replaced for each test (minimum length .9 m.) Uniformity in tubing size 
is required between master cylinder and wheel cylinder. The standard 
master cylinder has two outlets for tubing, both of which must be used.
* * * * *
    S6.13.4  Preparation of test apparatus.
* * * * *
    (c) Assembly and adjustment of test apparatus.
    (1) When using a shoe and drum type apparatus, adjust the brake 
shoe toe clearances to 1.00.1 mm (0.0400.004 
inch). Fill the system with brake fluid, bleeding all wheel cylinders 
and the pressure gage to remove entrapped air. Operate the actuator 
manually to apply a pressure greater than the required operating 
pressure and inspect the system for leaks. Adjust the actuator and/or 
pressure relief valve to obtain a pressure of 6895 kPa345 
kPa (1,00050 p.s.i.). A smooth pressure stroke pattern is 
required when using a shoe and drum type apparatus. The pressure is 
relatively low during the first part of the stroke and then builds up 
smoothly to the maximum stroking pressure at the end of the stroke, to 
permit the primary cup to pass the compensating hole at a relatively 
low pressure. Using stroking fixtures, adjust the actuator and/or 
pressure relief valve to obtain a pressure of 6895 kPa345 
kPa (1,00050 p.s.i.).
* * * * *
    S7.4.2  Procedure. Make hardness measurements at 
23 deg.2 deg. C. (73.4 deg.4 deg.F.). 
Equilibrate the tester and anvils at this temperature prior to use. 
Center brake cups lip side down on an anvil of appropriate hardness. 
Following the manufacturer's operating instructions for the hardness 
tester, make one measurement at each of four points 6 mm from the 
center of the cup and spaced 90 deg. apart. Average the four values, 
and round off to the nearest IRHD.
* * * * *
    S7.5.1  Apparatus.
* * * * *
    (b) Centrifuge. A centrifuge capable of whirling two or more filled 
centrifuge tubes at a speed which can be controlled to give a relative 
centrifugal force (r.c.f.) between 600 and 700 at the tip of the tubes. 
The revolving head, trunnion rings, and trunnion cups, including the 
rubber cushion, shall withstand the maximum centrifugal force capable 
of being delivered by the power source. The trunnion cups and cushions 
shall firmly support the tubes when the centrifuge is in motion. 
Calculate the speed of the rotating head using this equation:

r.p.m. = 265[25.4 x r.c.f./d]

Where:
r.c.f. = Relative centrifugal force, and
d = Diameter of swing, in millimeters, measured between tips of 
opposing tubes when in rotating position.

    Table VI shows the relationship between diameter, swing, relative 
centrifugal force (r.c.f.), and revolutions per minute.

     Table VI.--Rotation Speeds for Centrifuges of Various Diameters    
------------------------------------------------------------------------
                                                               r.p.m. at
        Diameter of swing in millimeters a          r.p.m. at     700   
                                                    600 r.c.f    r.c.f. 
------------------------------------------------------------------------
483...............................................       1490       1610
508...............................................       1450       1570
533...............................................       1420       1530
559...............................................       1390       1500
------------------------------------------------------------------------
a Measured in millimeters between tips of opposite tubes when in        
  rotating position.                                                    

* * * * *
    8. Section 571.123 would be amended by revising S5.2.3 to read as 
follows:


Sec. 571.123  Standard No. 123, Motorcycle controls and displays.

* * * * *
    S5.2.3  Control and display identification. If an item of equipment 
in Table 3, Column 1, is provided, the item and its operational 
function shall be identified by:
    (a) A symbol substantially in the form shown in Column 3; or
    (b) Wording shown in both Column 2 and Column 4; or
    (c) A symbol substantially in the form shown in Column 3 and 
wording shown in both Column 2 and Column 4.
    (d) The abbreviations ``M.P.H.'', ``km/h'', ``r/min'', ``Hi'', 
``Lo'', ``L'', ``R'', and ``Res'' appearing in Column 2 and Column 4 
may be spelled in full. Symbols and words may be provided for equipment 
items where none are shown in Column 2, Column 3, and Column 4. Any 
identification provided shall be placed on or adjacent to the control 
or display position, and shall appear upright to the operator.
* * * * *
    9. In Sec. 571.123, Table 3 ``Motorcycle Control and Display 
Identification Requirements'' that follows S5.2.5 and Tables 1 and 2 
would be revised to read as follows:

BILLING CODE 4910-59-P

[[Page 28934]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.003



BILLING CODE 4910-59-P

[[Page 28935]]

    10. Section 571.202 is amended by revising S2; revising S4.2; 
revising S4.3; revising in S5.1, paragraph (c), and revising S5.2 to 
read as follows:


Sec. 571.202  Standard No. 202, Head restraints.

* * * * *
    S2.   Application. This standard applies to passenger cars, and to 
multipurpose passenger vehicles, trucks and buses with a GVWR of 4,536 
kg or less.
* * * * *
    S4.2  Each truck, multipurpose passenger vehicle and bus with a 
GVWR of 4,536 kg or less, shall comply with S4.3.
    S4.3  Performance levels. Except for school buses, a head restraint 
that conforms to either (a) or (b) shall be provided at each outboard 
front designated seating position. For school buses, a head restraint 
that conforms to either (a) or (b) shall be provided for the driver's 
seating position.
    (a) It shall, when tested in accordance with S5.1, during a forward 
acceleration of at least 78 m/s2 on the seat supporting 
structure, limit rearward angular displacement of the head reference 
line to 45 deg. from the torso reference line; or
    (b) It shall, when adjusted to its fully extended design position, 
conform to each of the following--
    (1) When measured parallel to torso line, the top of the head 
restraint shall not be less than 700 mm above the seating reference 
point;
    (2) When measured either 64 mm below the top of the head restraint 
or 635 mm above the seating reference point, the lateral width of the 
head restraint shall be not less than--
    (i) 254 mm for use with bench-type seats; and
    (ii) 171 mm for use with individual seats:
    (3) When tested in accordance with S5.2, the rearmost portion of 
the head form shall not be displaced to more than 102 mm 
perpendicularly rearward of the displaced extended torso reference line 
during the application of the load specified in S5.2(c); and
    (4) When tested in accordance with S5.2, the head restraint shall 
withstand an increasing load until one of the following occurs:
    (i) Failure of the seat or seat back; or
    (ii) Application of a load of 890 N.
* * * * *
    (c) During forward acceleration applied to the structure supporting 
the seat as described in this paragraph, measure the maximum rearward 
angular displacement between the dummy torso reference line and head 
reference line. When graphically depicted, the magnitude of the 
acceleration curve shall not be less than that of a half-sine wave 
having the amplitude of 78 m/s2 and a duration of 80 
milliseconds and not more than that of a half-sine wave curve having an 
amplitude of 94 m/s2 and a duration of 96 milliseconds.
    S5.2  Compliance with S4.3(b) shall be demonstrated in accordance 
with the following with the head restraint in its fully extended design 
position:
    (a) Place a test device, having the back plan dimensions and torso 
line (centerline of the head room probe in full back position), of the 
three dimensional SAE J826 manikin, at the manufacturer's recommended 
design seated position.
    (b) Establish the displaced torso reference line by applying a 
rearward moment of 373 Nm moment about the seating reference point to 
the seat back through the test device back pan located in (a).
    (c) After removing the back pan, using a 165 mm diameter spherical 
head form or cylindrical head form having a 165 mm diameter in plan 
view and a 152 mm height in profile view, apply, perpendicular to the 
displaced torso reference line, a rearward initial load 64 mm below the 
top of the head restraint that will produce a 373 Nm moment about the 
seating reference point.
    (d) Gradually increase this initial load to 890 N or until the seat 
or seat back fails, whichever occurs first.
    11. Section 571.203 is amended by revising S2; revising S4; and 
revising S5.1 to read as follows:


Sec. 571.203  Standard No. 203, Impact protection for the driver from 
the steering control system.

* * * * *
    S2. Application. This standard applies to passenger cars and to 
multipurpose passenger vehicles, trucks and buses with a gross vehicle 
weight rating of 4,536 kg or less. However, it does not apply to 
vehicles that conform to the frontal barrier crash requirements (S5.1) 
of Standard No. 208 (49 CFR 571.208) by means of other than seat belt 
assemblies. It also does not apply to walk-in vans.
* * * * *
    S4. Requirements. Each passenger car and each multipurpose 
passenger vehicle, truck and bus with a gross vehicle weight rating of 
4,536 kg or less manufactured on or after September 1, 1981 shall meet 
the requirements of S5.1 and S5.2.
    S5. Impact protection requirements.
    S5.1  Except as provided in this paragraph, the steering control 
system of any vehicle to which this standard applies shall be impacted 
in accordance with S5.1(a). However, the steering control system of any 
such vehicle manufactured on or before August 31, 1996, may be impacted 
in accordance with S5.1(b).
    (a) When the steering control system is impacted by a body block in 
accordance with SAE Recommended Practice J944 JUN80 Steering Control 
System--Passenger Car--Laboratory Test Procedure, at a relative 
velocity of 24.1 km/h, the impact force developed on the chest of the 
body block transmitted to the steering control system shall not exceed 
11,110 N, except for intervals whose cumulative duration is not more 
than 3 milliseconds.
    (b) When the steering control system is impacted in accordance with 
Society of Automotive Engineers Recommended Practice J944, ``Steering 
Wheel Assembly Laboratory Test Procedure,'' December 1965, or an 
approved equivalent, at a relative velocity of 24 km/h, the impact 
force developed on the chest of the body block transmitted to the 
steering control system shall not exceed 11,120 N, except for intervals 
whose cumulative duration is not more than 3 milliseconds.
* * * * *
    12. Section 571.204 is amended by revising S4.2 to read as follows:


Sec. 571.204  Standard No. 204, Steering control rearward displacement.

* * * * *
    S4.2  Vehicles manufactured on or after September 1, 1991. When a 
passenger car or a truck, bus or multipurpose passenger vehicle with a 
gross vehicle weight rating of 4,536 kg or less and an unloaded vehicle 
weight of 2,495 kg or less is tested under the conditions of S5 in a 
48.3 km/h perpendicular impact into a fixed collision barrier, the 
upper end of the steering column and shaft in the vehicle shall not be 
displaced more than 127 mm in a horizontal rearward direction parallel 
to the longitudinal axis of the vehicle. The amount of displacement 
shall be measured relative to an undisturbed point on the vehicle and 
shall represent the maximum dynamic movement of the upper end of the 
steering column and shaft during the crash test.
* * * * *
    13. Section 571.207 is amended by revising S5.1.2 to read as 
follows:


Sec. 571.207  Standard No. 207, Seating systems.

* * * * *
    S5.1.2  If the seat back and the seat bench are attached to the 
vehicle by different attachments, attach to each

[[Page 28936]]

component a fixture capable of transmitting a force to that component. 
Apply forces, in newtons, equal to 20 times the mass of the seat back 
in kilograms multiplied by 9.8 m/s\2\ horizontally through the center 
of gravity of the seat back, as shown in Figure 2 and apply forces, in 
newtons, equal to 20 times the mass of the seat bench in kilograms 
multiplied by 9.8 m/s\2\ horizontally through the center of gravity of 
the seat bench, as shown in Figure 3.
* * * * *
    14. Section 571.209 is amended by revising in S4.1, paragraphs (f) 
and (g)(3); revising in S4.2, paragraphs (a), (b) and (c); revising in 
S4.3, paragraphs (c), (d), (e), (g), (h), (i), and (j); revising S4.4; 
revising in S5.1, paragraphs (a), (b), (c), (d), (e), and (f); revising 
in S5.2, paragraph (a) except for the NOTE, and paragraphs (c), (d), 
(e), (f), (g), (h), (i), (j), and (k); and revising in S5.3, paragraphs 
(a), (b), and (c) to read as follows:


Sec. 571.209  Standard No. 209, Seat belt assemblies.

* * * * *
    S4.1  (a) * * *
    (f) Attachment hardware. A seat belt assembly shall include all 
hardware necessary for installation in a motor vehicle in accordance 
with Society of Automotive Engineers Recommended Practice J800c, 
``Motor Vehicle Seat Belt Installation,'' November 1973. However, seat 
belt assemblies designed for installation in motor vehicles equipped 
with seat belt assembly anchorages that do not require anchorage nuts, 
plates, or washers, need not have such hardware, but shall have \7/16\-
20 UNF-2A or \1/2\-13UNC-2A attachment bolts or equivalent metric 
hardware. The hardware shall be designed to prevent attachment bolts 
and other parts from becoming disengaged from the vehicle while in 
service. Reinforcing plates or washers furnished for universal floor, 
installations shall be of steel, free from burrs and sharp edges on the 
peripheral edges adjacent to the vehicle, at least 1.5 mm in thickness 
and at least 2580 mm\2\ in projected area. The distance between any 
edge of the plate and the edge of the bolt hole shall be at least 15 
mm. Any corner shall be rounded to a radius of not less than 6 mm or 
cut so that no corner angle is less than 135 deg. and no side is less 
than 6 mm in length.
    (g) Adjustment. * * *
    (3) The adult occupants referred to in S4.1(g)(1) shall have the 
following measurements:

------------------------------------------------------------------------
                                    5th percen- tile     95th percentile
                                      adult female         adult male   
------------------------------------------------------------------------
Weight..........................  46.3 kg.............  97.5 kg.        
Erect sitting height............  785 mm..............  965 mm.         
Hip breadth (sitting)...........  325 mm..............  419 mm.         
Hip circumference (sitting).....  925 mm..............  1199 mm.        
Waist circumference (sitting)...  599 mm..............  1080 mm.        
Chest depth.....................  190 mm..............  267 mm.         
Chest circumference:                                                    
  Nipple........................  775 mm..............  1130 mm.        
  Upper.........................  757 mm..............  1130 mm.        
  Lower.........................  676 mm..............  1130 mm.        
------------------------------------------------------------------------

* * * * *
    S4.2  Requirements for webbing.
    (a) Width. The width of the webbing in a seat belt assembly shall 
be not less than 46 mm, except for portions that do not touch a 95th 
percentile adult male with the seat in any adjustment position and the 
seat back in the manufacturer's nominal design riding position when 
measured under the conditions prescribed in S5.1(a).
    (b) Breaking strength. The webbing in a seat belt assembly shall 
have not less than the following breaking strength when tested by the 
procedures specified in S5.1(b): Type 1 seat belt assembly--26.7 kN; 
Type 2 seat belt assembly--22.2 kN for webbing pelvic restraint and 
17.8 kN for webbing in upper torso restraint.
    (c) Elongation. Except as provided in S4.5, the webbing in a seat 
belt assembly shall not extend to more than the following elongation 
when subjected to the specified forces in accordance with the procedure 
specified in S5.1(c): Type 1 seat belt assembly--20 percent at 11,120 
N; Type 2 seat belt assembly 30 percent at 11,120 N for webbing in 
pelvic restraint and 40 percent at 11,120 N for webbing in upper torso 
restraint.
* * * * *
    (c) Attachment hardware. (1) Eye bolts, shoulder bolts, or other 
bolt used to secure the pelvic restraint of seat belt assembly to a 
motor vehicle shall withstand a force of 40,034 N when tested by the 
procedure specified in S5.2(c)(1), except that attachment bolts of a 
seat belt assembly designed for installation in specific models of 
motor vehicles in which the ends of two or more seat belt assemblies 
cannot be attached to the vehicle by a single bolt shall have breaking 
strength of not less than 22,241 N.
    (2) Other attachment hardware designed to receive the ends of two 
seat belt assemblies shall withstand a tensile force of at least 26,689 
N without fracture of a section when tested by the procedure specified 
in S5.2(c)(2).
    (3) A seat belt assembly having single attachment hooks of the 
quick-disconnect type for connecting webbing to an eye bolt shall be 
provided with a retaining latch or keeper which shall not move more 
than 2 mm in either the vertical or horizontal direction when tested by 
the procedure specified in S5.2(c)(3).
    (d) Buckle release. (1) The buckle of a Type 1 or Type 2 seat belt 
assembly shall release when a force of not more than 133 N is applied.
    (2) A buckle designed for pushbutton application of buckle release 
force shall have a minimum area of 452 mm2 with a minimum 
linear dimension of 10 mm for applying the release force, or a buckle 
designed for lever application of buckle release force shall permit the 
insertion of a cylinder 10 mm in diameter and 38 mm in length to at 
least the midpoint of the cylinder along the cylinder's entire length 
in the actuation portion of the buckle release. A buckle having other 
design for release shall have adequate access for two or more fingers 
to actuate release.
    (3) The buckle of a Type 1 or Type 2 seat belt assembly shall not 
release under a compressive force of 1779 N applied as prescribed in 
paragraph S5.2(d)(3). The buckle shall be operable and shall meet the 
applicable requirement of paragraph S4.4 after the compressive force 
has been removed.
    (e) Adjustment force. The force required to decrease the size of a 
seat belt assembly shall not exceed 49 N when measured by the procedure 
specified in S5.2(e).
* * * * *
    (g) Buckle latch. The buckle latch of a seat belt assembly when 
tested by the procedure specified in S5.2(g) shall not fail, nor gall 
or wear to an extent that normal latching and unlatching is impaired, 
and a metal-to-metal buckle shall separate when in any position of 
partial engagement by a force of not more than 22 N.
    (h) Nonlocking retractor. The webbing of a seat belt assembly shall 
extend from a nonlocking retractor within 6 mm of maximum length when a 
tension is applied as prescribed in S5.2(h). A nonlocking retractor on 
upper torso restraint shall be attached to the nonadjustable end of the 
assembly, the reel of the retractor shall be easily visible to an 
occupant while wearing the assembly, and the maximum retraction force 
shall not exceed 5 N in any strap or webbing that contacts the shoulder 
when measured by the procedure

[[Page 28937]]

specified in S5.2(h), unless the retractor is attached to the free end 
of webbing which is not subjected to any tension during restraint of an 
occupant by the assembly.
    (i) Automatic-locking retractor. The webbing of a seat belt 
assembly equipped with an automatic locking retractor, when tested by 
the procedure specified in S5.2(i), shall not move more than 25 mm 
between locking positions of the retractor, and shall be retracted with 
a force under zero acceleration of not less than 3 N when attached to 
pelvic restraint, and not less that 2 N nor more than 5 N in any strap 
or webbing that contacts the shoulders of an occupant when the 
retractor is attached to upper torso restraint. An automatic locking 
retractor attached to upper torso restraint shall not increase the 
restraint on the occupant of the seat belt assembly during use in a 
vehicle traveling over rough roads as prescribed in S5.2(i).
    (j) Emergency-locking retractor. An emergency-locking retractor of 
a Type 1 or Type 2 seat belt assembly, when tested in accordance with 
the procedures specified in paragraph S5.2(j)--
    (1) Shall lock before the webbing extends 25 mm when the retractor 
is subjected to an acceleration of 7 m/s2;
    (2) Shall not lock, if the retractor is sensitive to webbing 
withdrawal, before the webbing extends 51 mm when the retractor is 
subjected to an acceleration of 3 m/s2 or less;
    (3) Shall not lock, if the retractor is sensitive to vehicle 
acceleration, when the retractor is rotated in any direction to any 
angle of 15 deg. or less from its orientation in the vehicle;
    (4) Shall exert a retractive force of at least 3 N under zero 
acceleration when attached only to the pelvic restraint;
    (5) Shall exert a retractive force of not less than 1 N and not 
more than 5 N under zero acceleration when attached only to an upper 
torso restraint;
    (6) Shall exert a retractive force of not less than 1 N and not 
more than 7 N under zero acceleration when attached to a strap or 
webbing that restrains both the upper torso and the pelvis.
* * * * *
    S4.4  Requirements for assembly performance.
    (a) Type I seat belt assembly. Except as provided in S4.5, the 
complete seat belt assembly including webbing, straps, buckles, 
adjustment and attachment hardware, and retractors shall comply with 
the following requirements when tested by the procedures specified in 
S5.3(a):
    (1) The assembly loop shall withstand a force of not less than 
22,241 N; that is, each structural component of the assembly shall 
withstand a force of not less than 1,120 N.
    (2) The assembly loop shall extend not more than 7 inches or 178 mm 
when subjected to a force of 22,241 N; that is, the length of the 
assembly between anchorages shall not increase more than 356 mm.
    (3) Any webbing cut by the hardware during test shall have a 
breaking strength at the cut of not less than 18,683 N.
    (4) Complete fracture through any solid section of metal attachment 
hardware shall not occur during test.
    (b) Type 2 seat belt assembly. Except as provided in S4.5, the 
components of a Type 2 seat belt assembly including webbing, straps, 
buckles, adjustment and attachment hardware, and retractors shall 
comply with the following requirements when tested by the procedure 
specified in S5.3(b):
    (1) The structural components in the pelvic restraint shall 
withstand a force of not less than 11,120 N.
    (2) The structural components in the upper torso restraint shall 
withstand a force of not less than 6,672 N.
    (3) The structural components in the assembly that are common to 
pelvic and upper torso restraints shall withstand a force of not less 
than 13,345 N.
    (4) The length of the pelvic restraint between anchorages shall not 
increase more than 508 mm when subjected to a force of 11,120 N.
    (5) The length of the upper torso restraint between anchorages 
shall not increase more than 508 mm when subjected to a force of 6,672 
N.
    (6) Any webbing cut by the hardware during test shall have a 
breaking strength of not less than 15,569 N at a cut in webbing of the 
pelvic restraint, or not less than 12,455 N at a cut in webbing of the 
upper torso restraint.
    (7) Complete fracture through any solid section of metal attachment 
hardware shall not occur during test.
* * * * *
    S5. Demonstration procedures.
    S5.1  Webbing--(a) Width. The width of webbing from three seat belt 
assemblies shall be measured after conditioning for at least 24 hours 
in an atmosphere having relative humidity between 48 and 67 percent and 
a temperature of 23 deg. 2 deg.C. The tension during 
measurement of width shall be not more than 22 N on webbing from a Type 
1 seat belt assembly, and 9786 N  450 N on webbing from a 
Type 2 seat belt assembly. The width of webbing from a Type 2 seat belt 
assembly may be measured during the breaking strength test described in 
paragraph (b) of this section.
    (b) Breaking strength. Webbing from three seat belt assemblies 
shall be conditioned in accordance with paragraph (a) of this section 
and tested for breaking strength in a testing machine of capacity 
verified to have an error of not more than one percent in the range of 
the breaking strength of the webbing in accordance with American 
Society for Testing and Materials E4-79 ``Standard Methods of Load 
Verification of Testing Machines.'' The machine shall be equipped with 
split drum grips illustrated in Figure 1, having a diameter between 51 
and 102 mm. The rate of grip separation shall be between 51 and 102 mm 
per minute. The distance between the centers of the grips at the start 
of the test shall be between 102 and 254 mm. After placing the specimen 
in the grips, the webbing shall be stretched continuously at a uniform 
rate to failure. Each value shall be not less than the applicable 
breaking strength requirement in S4.2(b), but the median value shall be 
used for determining the retention of breaking strength in paragraphs 
(d), (e) and (f) of this section.
    (c) Elongation. Elongation shall be measured during the breaking 
strength test described in paragraph (b) of this section by the 
following procedure: A preload between 196 N and 245 N shall be placed 
on the webbing mounted in the grips of the testing machine and the 
needle points of an extensometer, in which the points remain parallel 
during test, are inserted in the center of the specimen. Initially the 
points shall be set at a known distance apart between 102 and 203 mm. 
When the force on the webbing reaches the value specified in S4.2(c), 
the increase in separation of the points of the extensometer shall be 
measured and the percent elongation shall be calculated to the nearest 
0.5 percent. Each value shall be not more than the appropriate 
elongation requirement in S4.2(c).
    (d) Resistance to abrasion. The webbing from three seat belt 
assemblies shall be tested for resistance to abrasion by rubbing over 
the hexagon bar prescribed in Figure 2 in the following manner: The 
webbing shall be mounted in the apparatus shown schematically in Figure 
2. One end of the webbing (A) shall be attached to a mass (B) of 2.35 
kg  .05 kg, except that a mass of 1.5 kg  .05 
kg shall be used for webbing in pelvic and upper torso restraints of a 
belt assembly used in a child restraint system. The webbing shall be 
passed over the two new abrading edges of the hexagon bar (C) and the 
other end attached to an oscillating drum (D) which has a stroke of 330 
mm. Suitable guides shall be used to prevent

[[Page 28938]]

movement of the webbing along the axis of hexagonal bar C. Drum D shall 
be oscillated for 5,000 strokes or 2,500 cycles at a rate of 60 
 2 strokes per minute or 30  1 cycles per 
minute. The abraded webbing shall be conditioned as prescribed in 
paragraph (a) of this section and tested for breaking strength by the 
procedure described in paragraph (b) of this section. The median values 
for the breaking strengths determined on abraded and unabraded 
specimens shall be used to calculate the percentage of breaking 
strength retained.
    (e) Resistance to light. Webbing at least 508 mm in length from 
three seat belt assemblies shall be suspended vertically on the inside 
of the specimen track in a Type E carbon-arc light exposure apparatus 
described in Standard Practice for Generating Light-Exposure Apparatus 
(Carbon-Arc Type) With and Without Water for Exposure of Nonmetallic 
Materials, ASTM Designation: G23 81, published by the American Society 
for Testing and Materials, except that the filter used for 100 percent 
polyester yarns shall be chemically strengthened soda-lime glass with a 
transmittance of less than 5 percent for wave lengths equal to or less 
than 305 nanometers and 90 percent or greater transmittance for wave 
lengths of 375 to 800 nanometers. The apparatus shall be operated 
without water spray at an air temperature of 60 deg.  
2 deg. Celsius ( deg.C) measured at a point 25  5 mm 
outside the specimen rack and midway in height. The temperature sensing 
element shall be shielded from radiation. The specimens shall be 
exposed to light from the carbon-arc for 100 hours and then conditioned 
as prescribed in paragraph (a) of this section. The colorfastness of 
the exposed and conditioned specimens shall be determined on the 
Geometric Gray Scale issued by the American Association of Textile 
Chemists and Colorists. The breaking strength of the specimens shall be 
determined by the procedure prescribed in paragraph (b) of this 
section. The median values for the breaking strengths determined on 
exposed and unexposed specimens shall be used to calculate the 
percentage of breaking strength retained.
    (f) Resistance to micro-organisms. Webbing at least 508 millimeters 
(mm) in length from three seat belt assemblies shall first be 
preconditioned in accordance with Appendix A(1) and (2) of American 
Association of Textile Chemists and Colorists Test Method 381, 
``Fungicides Evaluation on Textiles; Mildew and Rot Resistance of 
Textiles,'' and then subjected to Test I, ``Soil Burial Test'' of that 
test method. After soil-burial for a period of 2 weeks, the specimen 
shall be washed in water, dried and conditioned as prescribed in 
paragraph (a) of this section. The breaking strengths of the specimens 
shall be determined by the procedure prescribed in paragraph (b) of 
this section. The median values for the breaking strengths determined 
on exposed and unexposed specimens shall be used to calculate the 
percentage of breaking strength retained.

    Note: This test shall not be required on webbing made from 
material which is inherently resistant to micro-organisms.
* * * * *
    S5.2  Hardware.
    (a) Corrosion resistance. Three seat belt assemblies shall be 
tested in accordance with American Society for Testing and Materials 
B11773, ``Standard Method of Salt Spray (Fog) Testing.'' Any surface 
coating or material not intended for permanent retention on the metal 
parts during service life shall be removed prior to preparation of the 
test specimens for testing. The period of test shall be 50 hours for 
all attachment hardware at or near the floor, consisting of two periods 
of 24 hours exposure to salt spray followed by 1 hour drying and 25 
hours for all other hardware, consisting of one period of 24 hours 
exposure to salt spray followed by 1 hour drying. In the salt spray 
test chamber, the parts from the three assemblies shall be oriented 
differently, selecting those orientations most likely to develop 
corrosion on the larger areas. At the end of test, the seat belt 
assembly shall be washed thoroughly with water to remove the salt. 
After drying for at least 24 hours under standard laboratory conditions 
specified in S5.1(a) attachment hardware shall be examined for ferrous 
corrosion on significant surfaces, that is, all surfaces that can be 
contacted by a sphere 19 mm in diameter, and other hardware shall be 
examined for ferrous and nonferrous corrosion which may be transferred, 
either directly or by means of the webbing, to a person or his clothing 
during use of a seat belt assembly incorporating the hardware.
* * * * *
    (c) Attachment hardware. (1) Attachment bolts used to secure the 
pelvic restraint of a seat belt assembly to a motor vehicle shall be 
tested in a manner similar to that shown in Figure 3. The load shall be 
applied at an angle of 45 deg. to the axis of the bolt through 
attachment hardware from the seat belt assembly, or through a special 
fixture which simulates the loading applied by the attachment hardware. 
The attachment hardware or simulated fixture shall be fastened by the 
bolt to the anchorage shown in Figure 3, which has a standard \7/16\-
20UNF-2B or \1/2\-UNF-2B or metric equivalent threaded hole in a 
hardened steel plate at least 10 mm in thickness. The bolt shall be 
installed with two full threads exposed from the fully seated position. 
The appropriate force required by S4.3(c) shall be applied. A bolt from 
each of three seat belt assemblies shall be tested.
    (2) Attachment hardware, other than bolts, designed to receive the 
ends of two seat belt assemblies shall be subjected to a tensile force 
of 26,689 N in a manner simulating use. The hardware shall be examined 
for fracture after the force is released. Attachment hardware from 
three seat belt assemblies shall be tested.
    (3) Single attachment hook for connecting webbing to any eye bolt 
shall be tested in the following manner: The hook shall be held rigidly 
so that the retainer latch or keeper, with cotter pin or other locking 
device in place, is in a horizontal position as shown in Figure 4. A 
force of 667 N  9 N shall be applied vertically as near as 
possible to the free end of the retainer latch, and the movement of the 
latch by this force at the point of application shall be measured. The 
vertical force shall be released, and a force of 667 N  9 N 
shall be applied horizontally as near as possible to the free end of 
the retainer latch. The movement of the latch by this force at the 
point of load application shall be measured. Alternatively, the hook 
may be held in other positions, provided the forces are applied and the 
movements of the latch are measured at the points indicated in Figure 
4. A single attachment hook from each of three seat belt assemblies 
shall be tested.
    (d) Buckle release. (1) Three seat belt assemblies shall be tested 
to determine compliance with the maximum buckle release force 
requirements, following the assembly test in S5.3. After subjection to 
the force applicable for the assembly being tested, the force shall be 
reduced and maintained at 667 N on the assembly loop of a Type 1 seat 
belt assembly, 334 N the components of a Type 2 seat belt assembly. The 
buckle release force shall be measured by applying a force on the 
buckle in a manner and direction typical of those which would be 
employed by a seat belt occupant. For push button-release buckles, the 
force shall be applied at least 3 mm from the edge of the push button 
access opening of the buckle in a direction that produces maximum 
releasing effect. For lever-release buckles, the force shall be applied 
on the centerline of the buckle lever or

[[Page 28939]]

finger tab in a direction that produces maximum releasing effect.
    (2) The area for application of release force on pushbutton 
actuated buckle shall be measured to the nearest 30 mm2. The 
cylinder specified in S4.3(d) shall be inserted in the actuation 
portion of a lever released buckle for determination of compliance with 
the requirement. A buckle with other release actuation shall be 
examined for access of release by fingers.
    (3) The buckle of a Type 1 or Type 2 seat belt assembly shall be 
subjected to a compressive force of 1779 N applied anywhere on a test 
line that is coincident with the center line of the belt extended 
through the buckle or on any line that extends over the center of the 
release mechanism and intersects the extended centerline of the belt at 
an angle of 60 deg.. The load shall be applied by using a curved 
cylindrical bar having a cross section diameter of 19 mm and a radius 
of curvature of 152 mm, placed with its longitudinal center line along 
the test line and its center directly above the point or the buckle to 
which the load will be applied. The buckle shall be latched, and a 
tensile force of 334 N shall be applied to the connected webbing during 
the application of the compressive force. Buckles from three seat belt 
assemblies shall be tested to determine compliance with paragraph 
S4.3(d)(3).
    (e) Adjustment Force. Three seat belt assemblies shall be tested 
for adjustment force on the webbing at the buckle, or other manual 
adjusting device normally used to adjust the size of the assembly. With 
no load on the anchor end, the webbing shall be drawn through the 
adjusting device at a rate of 508 mm 5 mm per minute and 
the maximum force shall be measured to the nearest 1 N after the first 
25 mm of webbing movement. The webbing shall be precycled 10 times 
prior to measurement.
    (f) Tilt-lock adjustment. This test shall be made on buckles or 
other manual adjusting devices having tilt-lock adjustment normally 
used to adjust the size of the assembly. Three buckles or devices shall 
be tested. The base of the adjustment mechanism and the anchor end of 
the webbing shall be oriented in planes normal to each other. The 
webbing shall be drawn through the adjustment mechanism in a direction 
to increase belt length at a rate of 508 mm 50 mm per 
minute while the plane of the base is slowly rotated in a direction to 
lock the webbing. Rotation shall be stopped when the webbing locks, but 
the pull on the webbing shall be continued until there is a resistance 
of at least 89 N. The locking angle between the anchor end of the 
webbing and the base of the adjustment mechanism shall be measured to 
the nearest degree. The webbing shall be precycled 10 times prior to 
measurement.
    (g) Buckle latch. The buckles from three seat belt assemblies shall 
be opened fully and closed at least 10 times. Then the buckles shall be 
clamped or firmly held against a flat surface so as to permit normal 
movement of buckle part, but with the metal mating plate (metal-to-
metal buckles) or of webbing end (metal-to-webbing buckles) withdrawn 
from the buckle. The release mechanism shall be moved 200 times through 
the maximum possible travel against its stop with a force of 133 N 
13 N at a rate not to exceed 30 cycles per minute. The 
buckle shall be examined to determine compliance with the performance 
requirements of S4.3(g). A metal-to-metal buckle shall be examined to 
determine whether partial engagement is possible by means of any 
technique representative of actual use. If partial engagement is 
possible, the maximum force of separation when in such partial 
engagement shall be determined.
    (h) Nonlocking retractor. After the retractor is cycled 10 times by 
full extension and retraction of the webbing, the retractor and webbing 
shall be suspended vertically and a force of 18 N shall be applied to 
extend the webbing from the retractor. The force shall be reduced to 13 
N when attached to a pelvic restraint, or to 5 N per strap or webbing 
that contacts the shoulder of an occupant when retractor is attached to 
an upper torso restraint. The residual extension of the webbing shall 
be measured by manual rotation of the retractor drum or by disengaging 
the retraction mechanism. Measurements shall be made on three 
retractors. The location of the retractor attached to upper torso 
restraint shall be examined for visibility of reel during use of seat 
belt assembly in a vehicle.

    Note: This test shall not be required on a nonlocking retractor 
attached to the free end of webbing which is not subjected to any 
tension during restraint of an occupant by the assembly.

    (i) Automatic-locking retractor. Three retractors shall be tested 
in a manner to permit the retraction force to be determined exclusive 
of the gravitational forces on hardware or webbing being retracted. The 
webbing shall be fully extended from the retractor. While the webbing 
is being retracted, the average force or retraction within plus or 
minus 51 mm of 75 percent extension (25 percent retraction) shall be 
determined and the webbing movement between adjacent locking segments 
shall be measured in the same region of extension. A seat belt assembly 
with automatic locking retractor in upper torso restraint shall be 
tested in a vehicle in a manner prescribed by the installation and 
usage instructions. The retraction force on the occupant of the seat 
belt assembly shall be determined before and after traveling for 10 
minutes at a speed of 24 kilometers per hour (km/h) or more over a 
rough road (e.g., Belgian block road) where the occupant is subjected 
to displacement with respect to the vehicle in both horizontal and 
vertical directions. Measurements shall be made with the vehicle 
stopped and the occupant in the normal seated position.
    (j) Emergency-locking retractor. A retractor shall be tested in a 
manner that permits the retraction force to be determined exclusive of 
the gravitational forces on hardware or webbing being retracted. The 
webbing shall be fully extended from the retractor, passing over or 
through any hardware or other material specified in the installation 
instructions. While the webbing is being retracted, the lowest force of 
retraction within plus or minus 51 mm of 75 percent extension shall be 
determined. A retractor that is sensitive to webbing withdrawal shall 
be subjected to an acceleration of 3m/s\2\ within a period of 50 
milliseconds (ms) while the webbing is at 75 percent extension, to 
determine compliance with S4.3(j)(2). The retractor shall be subjected 
to an acceleration of 7 m/s\2\ within a period of 50 milliseconds (ms), 
while the webbing is at 75 percent extension, and the webbing movement 
before locking shall be measured under the following conditions: For a 
retractor sensitive to webbing withdrawal, the retractor shall be 
accelerated in the direction of webbing retraction while the retractor 
drum's central axis is oriented horizontally and at angles of 45 deg., 
90 deg., 135 deg., and 180 deg. to the horizontal plane. For a 
retractor sensitive to vehicle acceleration, the retractor shall be:
    (1) Accelerated in the horizontal plane in two directions normal to 
each other, while the retractor drum's central axis is oriented at the 
angle at which it is installed in the vehicle; and,
    (2) Accelerated in three directions normal to each other while the 
retractor drum's central axis is oriented at angles of 45 deg., 
90 deg., 135 deg., and 180 deg. from the angle at which it is installed 
in the vehicle, unless the retractor locks by gravitational force when 
tilted in any direction to any angle greater than 45 deg. from the 
angle at which it is installed in the vehicle.

[[Page 28940]]

    (k) Performance of retractor. After completion of the corrosion-
resistance test described in paragraph (a) of this section, the webbing 
shall be fully extended and allowed to dry for at least 24 hours under 
standard laboratory conditions specified in S5.1(a). The retractor 
shall be examined for ferrous and nonferrous corrosion which may be 
transferred, either directly or by means of the webbing, to a person or 
his clothing during use of a seat belt assembly incorporating the 
retractor, and for ferrous corrosion on significant surfaces if the 
retractor is part of the attachment hardware. The webbing shall be 
withdrawn manually and allowed to retract for 25 cycles. The retractor 
shall be mounted in an apparatus capable of extending the webbing 
fully, applying a force of 89 N at full extension, and allowing the 
webbing to retract freely and completely. The webbing shall be 
withdrawn from the retractor and allowed to retract repeatedly in this 
apparatus until 2,500 cycles are completed. The retractor and webbing 
shall then be subjected to the temperature resistance test prescribed 
in paragraph (b) of this section. The retractor shall be subjected to 
2,500 additional cycles of webbing withdrawal and retraction. Then, the 
retractor and webbing shall be subjected to dust in a chamber similar 
to one illustrated in Figure 8 containing about 0.9 kg of coarse grade 
dust conforming to the specification given in Society of Automotive 
Engineering Recommended Practice J726, ``Air Cleaner Test Code'' Sept. 
1979. The dust shall be agitated every 20 minutes for 5 seconds by 
compressed air, free of oil and moisture, at a gage pressure of 550 
55 kPa entering through an orifice 1.5  0.1 mm 
in diameter. The webbing shall be extended to the top of the chamber 
and kept extended at all times except that the webbing shall be 
subjected to 10 cycles of complete retraction and extension within 1 to 
2 minutes after each agitation of the dust. At the end of 5 hours, the 
assembly shall be removed from the chamber. The webbing shall be fully 
withdrawn from the retractor manually and allowed to retract completely 
for 25 cycles. An automatic-locking retractor or a nonlocking retractor 
attached to pelvic restraint shall be subjected to 5,000 additional 
cycles of webbing withdrawal and retraction. An emergency locking 
retractor or a nonlocking retractor attached to upper torso restraint 
shall be subjected to 45,000 additional cycles of webbing withdrawal 
and retraction between 50 and 100 per cent extension. The locking 
mechanism of an emergency locking retractor shall be actuated at least 
10,000 times within 50 to 100 percent extension of webbing during the 
50,000 cycles. At the end of test, compliance of the retractors with 
applicable requirements in S4.3 (h), (i), and (j) shall be determined. 
Three retractors shall be tested for performance.
    S5.3  Assembly performance--(a) Type 1 seat belt assembly. Three 
complete seat belt assemblies, including webbing, straps, buckles, 
adjustment and attachment hardware, and retractors, arranged in the 
form of a loop as shown in Figure 5, shall be tested in the following 
manner:
    (1) The testing machine shall conform to the requirements specified 
in S5.1(b). A double-roller block shall be attached to one head of the 
testing machine. This block shall consist of two rollers 102 mm in 
diameter and sufficiently long so that no part of the seat belt 
assembly touches parts of the block other than the rollers during test. 
The rollers shall be mounted on antifriction bearings and spaced 305 mm 
between centers, and shall have sufficient capacity so that there is no 
brinelling, bending or other distortion of parts which may affect the 
results. An anchorage bar shall be fastened to the other head of the 
testing machine.
    (2) The attachment hardware furnished with the seat belt assembly 
shall be attached to the anchorage bar. The anchor points shall be 
spaced so that the webbing is parallel in the two sides of the loop. 
The attaching bolts shall be parallel to, or at an angle of 45 deg. or 
90 deg. to the webbing, whichever results in an angle nearest to 
90 deg. between webbing and attachment hardware except that eye bolts 
shall be vertical, and attaching bolts or nonthreaded anchorages of a 
seat belt assembly designed for use in specific models of motor 
vehicles shall be installed to produce the maximum angle in use 
indicated by the installation instructions, utilizing special fixtures 
if necessary to simulate installation in the motor vehicle. Rigid 
adapters between anchorage bar and attachment hardware shall be used if 
necessary to locate and orient the adjustment hardware. The adapters 
shall have a flat support face perpendicular to the threaded hole for 
the attaching bolt and adequate in area to provide full support for the 
base of the attachment hardware connected to the webbing. If necessary, 
a washer shall be used under a swivel plate or other attachment 
hardware to prevent the webbing from being damaged as the attaching 
bolt is tightened.
    (3) The length of the assembly loop from attaching bolt to 
attaching bolt shall be adjusted to about 1295 mm, or as near thereto 
as possible. A force of 245 N shall be applied to the loop to remove 
any slack in webbing at hardware. The force shall be removed and the 
heads of the testing machine shall be adjusted for an assembly loop 
between 1220 and 1270 mm in length. The length of the assembly loop 
shall then be adjusted by applying a force between 89 and 98 N to the 
free end of the webbing at the buckle, or by the retraction force of an 
automatic-locking or emergency-locking retractor. A seat belt assembly 
that cannot be adjusted to this length shall be adjusted as closely as 
possible. An automatic-locking or emergency locking retractor when 
included in a seat belt assembly shall be locked at the start of the 
test with a tension on the webbing slightly in excess of the retractive 
force in order to keep the retractor locked. The buckle shall be in a 
location so that it does not touch the rollers during test, but to 
facilitate making the buckle release test in S5.2(d) the buckle should 
be between the rollers or near a roller in one leg.
    (4) The heads of the testing machine shall be separated at a rate 
between 51 and 102 mm per minute until a force of 22,241  
222 N is applied to the assembly loop. The extension of the loop shall 
be determined from measurements of head separation before and after the 
force is applied. The force shall be decreased to 667  45 N 
and the buckle release force measured as prescribed in S5.2(d).
    (5) After the buckle is released, the webbing shall be examined for 
cutting by the hardware. If the yarns are partially or completely 
severed in a line for a distance of 10 percent or more of the webbing 
width, the cut webbing shall be tested for breaking strength as 
specified in S5.1(b) locating the cut in the free length between grips. 
If there is insufficient webbing on either side of the cut to make such 
a test for breaking strength, another seat belt assembly shall be used 
with the webbing repositioned in the hardware. A tensile force of 
11,120  111 N shall be applied to the components or a force 
of 22,241  222 N shall be applied to the assembly loop. 
After the force is removed, the breaking strength of the cut webbing 
shall be determined as prescribed above.
    (6) If a Type 1 seat belt assembly includes an automatic-locking 
retractor or an emergency-locking retractor, the webbing and retractor 
shall be subjected to a tensile force of 11,120  111 N with 
the webbing fully extended from the retractor.

[[Page 28941]]

    (7) If a seat belt assembly has a buckle in which the tongue is 
capable of inverted insertion, one of the three assemblies shall be 
tested with the tongue inverted.
    (b) Type 2 seat belt assembly. Components of three seat belt 
assemblies shall be tested in the following manner:
    (1) The pelvic restraint between anchorages shall be adjusted to a 
length between 1220 and 1270 mm, or as near this length as possible if 
the design of the pelvic restraint does not permit its adjustment to 
this length. An automatic-locking or emergency-locking retractor when 
included in a seat belt assembly shall be locked at the start of the 
test with a tension on the webbing slightly in excess of the retractive 
force in order to keep the retractor locked. The attachment hardware 
shall be oriented to the webbing as specified in paragraph (a)(2) of 
this section and illustrated in Figure 5. A tensile force 11,120 
 111 N shall be applied on the components in any convenient 
manner and the extension between anchorages under this force shall be 
measured. The force shall be reduced to 334  22 N and the 
buckle release force measured as prescribed in S5.2(d).
    (2) The components of the upper torso restraint shall be subjected 
to a tensile force of 6,672  67 N following the procedure 
prescribed above for testing pelvic restraint and the extension between 
anchorages under this force shall be measured. If the testing apparatus 
permits, the pelvic and upper torso restraints may be tested 
simultaneously. The force shall be reduced to 334  22 N and 
the buckle release force measured as prescribed in S5.2(d).
    (3) Any component of the seat belt assembly common to both pelvic 
and upper torso restraint shall be subjected to a tensile force of 
13,344  134 N.
    (4) After the buckle is released in tests of pelvic and upper torso 
restraints, the webbing shall be examined for cutting by the hardware. 
If the yarns are partially or completely severed in a line for a 
distance of 10 percent or more of the webbing width, the cut webbing 
shall be tested for breaking strength as specified in S5.1(b) locating 
the cut in the free length between grips. If there is insufficient 
webbing on either side of the cut to make such a test for breaking 
strength, another seat belt assembly shall be used with the webbing 
repositioned in the hardware. The force applied shall be 11,120 
 111 N for components of pelvic restraint, and 6,672 
 67 N for components of upper torso restraint. After the 
force is removed, the breaking strength of the cut webbing shall be 
determined as prescribed above.
    (5) If a Type 2 seat belt assembly includes an automatic-locking 
retractor or an emergency-locking retractor the webbing and retractor 
shall be subjected to a tensile force of 11,120  111 N with 
the webbing fully extended from the retractor, or to a tensile force of 
6,672  67 N with the webbing fully extended from the 
retractor if the design of the assembly permits only upper torso 
restraint forces on the retractor.
    (6) If a seat belt assembly has a buckle in which the tongue is 
capable of inverted insertion, one of the three assemblies shall be 
tested with the tongue inverted.
    (c) Resistance to buckle abrasion. Seat belt assemblies shall be 
tested for resistance to abrasion by each buckle or manual adjusting 
device normally used to adjust the size of the assembly. The webbing of 
the assembly to be used in this test shall be exposed for 4 hours to an 
atmosphere having relative humidity of 65 per cent and temperature of 
18 deg. C. The webbing shall be pulled back and forth through the 
buckle or manual adjusting device as shown schematically in Figure 7. 
The anchor end of the webbing (A) shall be attached to a mass (B) of 
1.4 kg. The webbing shall pass through the buckle (C), and the other 
end (D) shall be attached to a reciprocating device so that the webbing 
forms an angle of 8 deg. with the hinge stop (E). The reciprocating 
device shall be operated for 2,500 cycles at a rate of 18 cycles per 
minute with a stroke length of 203 mm. The abraded webbing shall be 
tested for breaking strength by the procedure described in paragraph 
S5.1(b).
* * * * *
    15. Section 571.210 is amended by revising in S4.2.1 the 
introductory paragraph; revising S4.2.2; revising S4.2.4; revising 
S4.3.1.1; revising S4.3.1.4; removing S4.3.1.5; revising S5.1; revising 
S5.2; and revising in S6, the introductory sentence, to read as 
follows:


Sec. 571.210  Standard No. 210, Seat belt assembly anchorages.

* * * * *
    S4.2.1  Except as provided in S4.2.5, and except for side-facing 
seats, the anchorages, attachment hardware, and attachment bolts for 
any of the following seat belt assemblies shall withstand a 22,241 N 
force when tested in accordance with S5.1 of this standard:
* * * * *
    S4.2.2  Except as provided in S4.2.5, the anchorages, attachment 
hardware, and attachment bolts for all Type 2 and automatic seat belt 
assemblies that are installed to comply with Standard No. 208 (49 CFR 
571.208) shall withstand 13,345 N forces when tested in accordance with 
S5.2.
* * * * *
    S4.2.4  Anchorages, attachment hardware, and attachment bolts shall 
be tested by simultaneously loading them in accordance with the 
applicable procedures set forth in S5 of this standard if the 
anchorages are either:
    (a) For designated seating positions that are common to the same 
occupant seat and that face in the same direction, or
    (b) For laterally adjacent designated seating positions that are 
not common to the same occupant seat, but that face in the same 
direction, if the vertical centerline of the bolt hole for at least one 
of the anchorages for one of those designated seating positions is 
within 305 mm of the vertical center line of the bolt hole for an 
anchorage for one of the adjacent seating positions.
* * * * *
    S4.3.1.1  In an installation in which the seat belt does not bear 
upon the seat frame:
    (a) If the seat is a nonadjustable seat, then a line from the 
seating reference point to the nearest contact point of the belt with 
the anchorage shall extend forward from the anchorage at an angle with 
the horizontal of not less than 30 degrees and not more than 75 
degrees.
    (b) If the seat is an adjustable seat, then a line from a point 64 
mm forward of and 10 mm above the seating reference point to the 
nearest contact point of the belt with the anchorage shall extend 
forward from the anchorage at an angle with the horizontal of not less 
than 30 degrees and not more than 75 degrees.
* * * * *
    S4.3.1.4  Anchorages for an individual seat belt assembly shall be 
located at least 165 mm apart laterally, measured between the vertical 
center line of the bolt holes or, for designs using other means of 
attachment to the vehicle structure, between the centroid of such 
means.
    S4.3.1.5  [Reserved]
* * * * *
    S5.1  Seats with Type 1 or Type 2 seat belt anchorages. With the 
seat in its rearmost position, apply a force of 22,241 N in the 
direction in which the seat faces to a pelvic body block as described 
in Figure 2A, in a plane parallel to the longitudinal centerline of the 
vehicle, with an initial force application angle of not less than 5 
degrees or more than 15 degrees above the horizontal. Apply the force 
at the onset rate of not more than 222,411 N

[[Page 28942]]

per second. Attain the 22,241 N force in not more than 30 seconds and 
maintain it for 10 seconds. At the manufacturer's option, the pelvic 
body block described in Figure 2B may be substituted for the pelvic 
body block described in Figure 2A to apply the specified force to the 
center set(s) of anchorages for any group of three or more sets of 
anchorages that are simultaneously loaded in accordance with S4.2.4 of 
this standard.
    S5.2  Seats with Type 2 or automatic seat belt anchorages. With the 
seat in its rearmost position, apply forces of 13,345 N in the 
direction in which the seat faces simultaneously to a pelvic body 
block, as described in Figure 2A, and an upper torso body block, as 
described in Figure 3, in a plane parallel to the longitudinal 
centerline of the vehicle, with an initial force application angle of 
not less than 5 degrees nor more than 15 degrees above the horizontal. 
Apply the forces at the onset rate of not more than 133,447 N per 
second. Attain the 13,345 N force in not more than 30 seconds and 
maintain it for 10 seconds. At the manufacturer's option, the pelvic 
body block described in Figure 2B may be substituted for the pelvic 
body block described in Figure 2A to apply the specified force to the 
center set(s) of anchorages for any group of three or more sets of 
anchorages that are simultaneously loaded in accordance with S4.2.4 of 
this standard.
* * * * *
    S6.  Owner's Manual Information. The owner's manual in each vehicle 
with a gross vehicle weight rating of 4,536 kg or less manufactured 
after September 1, 1987 shall include:
* * * * *
    16. In Sec. 571.210, Figure 2 ``Body Block for Lap Belt Anchorage'' 
would be removed. Figure 2A ``Body Block for Lap Belt Anchorage,'' 
Figure 2B ``Optional Body Block for Center Seating Positions,'' and 
Figure 3 ``Body Block for Combination Shoulder and Lap Belt Anchorage'' 
after S5.2, and preceding S6, would be revised to read as follows:

BILLING CODE 4910-59-P

[[Page 28943]]

      
    [GRAPHIC] [TIFF OMITTED] TR27MY98.004
    

[[Page 28944]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.005



[[Page 28945]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.006



BILLING CODE 4910-59-C

[[Page 28946]]

    17. Section 571.219 is amended by revising S3; revising S5; 
revising S6.1; revising S6.2; and revising in S7.7, paragraph (b) to 
read as follows:


Sec. 571.219  Standard No. 219, Windshield zone intrusion.

* * * * *
    S3. Application. This standard applies to passenger cars and to 
multipurpose passenger vehicles, trucks and buses of 4,536 kilograms or 
less gross vehicle weight rating. However, it does not apply to forward 
control vehicles, walk-in van-type vehicles, or to open-body-type 
vehicles with fold-down or removable windshields.
* * * * *
    S5. Requirement. When the vehicle travelling longitudinally forward 
at any speed up to and including 48 km/h impacts a fixed collision 
barrier that is perpendicular to the line of travel of the vehicle, 
under the conditions of S7, no part of the vehicle outside the occupant 
compartment, except windshield molding and other components designed to 
be normally in contact with the windshield, shall penetrate the 
protected zone template, affixed according to S6, to a depth of more 
than 6 mm, and no such part of a vehicle shall penetrate the inner 
surface of that portion of the windshield, within the DLO, below the 
protected zone defined in S6.
    S6. Protected zone template.
    S6.1  The lower edge of the protected zone is determined by the 
following procedure (See Figure 1).
    (a) Place a 165 mm diameter rigid sphere, with a mass of 6.8 kg in 
a position such that it simultaneously contacts the inner surface of 
the windshield glazing and the surface of the instrument panel, 
including padding. If any accessories or equipment such as the steering 
control system obstruct positioning of the sphere, remove them for the 
purposes of this procedure.
    (b) Draw the locus of points on the inner surface of the windshield 
contactable by the sphere across the width of the instrument panel. 
From the outermost contactable points, extend the locus line 
horizontally to the edges of the glazing material.
    (c) Draw a line on the inner surface of the windshield below and 13 
mm distant from the locus line.
    (d) The lower edge of the protected zone is the longitudinal 
projection onto the outer surface of the windshield of the line 
determined in S6.1(c).
    S6.2  The protected zone is the space enclosed by the following 
surfaces, as shown in Figure 1:
    (a) The outer surface of the windshield in its precrash 
configuration.
    (b) The locus of points 76 mm outward along perpendiculars drawn to 
each point on the outer surface of the windshield.
    (c) The locus of lines forming a 45 deg. angle with the outer 
surface of the windshield at each point along the top and side edges of 
the outer surface of the windshield and the lower edge of the protected 
zone determined in S6.1, in the plane perpendicular to the edge at that 
point.
* * * * *
    (b) Except as specified in S7.6, a multipurpose passenger vehicle, 
truck or bus is loaded to its unloaded vehicle weight, plus 136 kg or 
its rated cargo and luggage capacity, whichever is less, secured to the 
vehicle, plus a 50th-percentile test dummy as specified in part 572 of 
this chapter at each front outboard designated seating postion and at 
any other position whose protection system is required to be tested by 
a dummy under the provisions of Standard No. 208. Each dummy is 
restrained only by means that are installed for protection at its 
seating position. The load is distributed so that the mass on each axle 
as measured at the tire-ground interface is in proportion to its GAWR. 
If the mass on any axle when the vehicle is loaded to its unloaded 
vehicle weight plus dummy mass exceeds the axle's proportional share of 
the test mass, the remaining mass is placed so that the mass on that 
axle remains the same. For the purposes of this section, unloaded 
vehicle weight does not include the mass of work-performing 
accessories. Vehicles are tested to a maximum unloaded vehicle weight 
of 2,495 kg.
* * * * *
    18. Section 571.219 is amended by revising Figure 1 that follows 
S7.7 to read as follows:

BILLING CODE 4910-59-P

[[Page 28947]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.007



BILLING CODE 4910-59-C

[[Page 28948]]

    19. Section 571.220 is amended by revising S4; revising S5.2; 
revising S5.4; revising S5.5; and revising S6.1 to read as follows:


Sec. 571.220  Standard No. 220, School bus rollover protection.

* * * * *
    S4. Requirements. When a force in Newtons equal to 1\1/2\ times the 
unloaded vehicle weight in kilograms multiplied by 9.8 m/sec \2\ is 
applied to the roof of the vehicle's body structure through a force 
application plate as specified in S5, Test procedures--
    (a) The downward vertical movement at any point on the application 
plate shall not exceed 130 mm and
    (b) Each emergency exit of the vehicle provided in accordance with 
Standard No. 217 (Sec. 571.217) shall be capable of opening as 
specified in that standard during the full application of the force and 
after release of the force, except that an emergency exit located in 
the roof of the vehicle is not required to be capable of being opened 
during the application of the force. A particular vehicle (i.e., test 
specimen) need not meet the emergency exit opening requirement after 
release of force if it is subjected to the emergency exit opening 
requirements during the full application of the force.
* * * * *
    S5.2  Use a flat, rigid, rectangular force application plate that 
is measured with respect to the vehicle roof longitudinal and lateral 
centerlines,
    (a) In the case of a vehicle with a GVWR of more than 4,536 kg, 305 
mm shorter than the vehicle roof and 914 mm wide; and
    (b) In the case of a vehicle with a GVWR of 4,536 kg or less, 127 
mm longer and 127 mm wider than the vehicle roof. For purposes of these 
measurements, the vehicle roof is that structure, seen in the top 
projected view, that coincides with the passenger and driver 
compartment of the vehicle.
* * * * *
    S5.4  Apply an evenly-distributed vertical force in the downward 
direction to the force application plate at any rate not more than 13 
mm per second, until a force of 2,224 N has been applied.
    S5.5  Apply additional vertical force in the downward direction to 
the force application plate at a rate of not more than 13 mm per second 
until the force specified in S4. has been applied, and maintain this 
application of force.
* * * * *
    S6.1  Temperature. The ambient temperature is any level between 
0 deg. C and 32 deg. C.
* * * * *
    20. Section 571.222 is amended by revising in S4, the definition of 
``contactable surface''; revising S4.1; revising in S5., paragraphs (a) 
and (b); revising S5.1.2; revising S5.1.3; revising S5.1.3.1; revising 
S5.1.3.2; revising S5.1.3.3; revising S5.1.3.4; revising S5.1.4; 
revising S5.1.4.1; revising S5.1.4.2; revising S5.1.5; revising S5.2; 
revising S5.2.1; revising S5.2.3; revising S5.3.1.1; revising S5.3.1.2; 
revising S5.3.1.3; revising S5.3.2.1; revising S5.3.2.2; revising S6.3; 
revising S6.5; revising S6.5.1; revising S6.6; and revising S6.7 to 
read as follows:


S571.222  Standard No. 222, School bus passenger seating and crash 
protection.

* * * * *
    S4. Definitions. Contactable surface means any surface within the 
zone specified in S5.3.1.1 that is contactable from any direction by 
the test device described in S6.6, except any surface on the front of a 
seat back or restraining barrier 76 mm or more below the top of the 
seat back or restraining barrier.
* * * * *
    S4.1  The number of seating positions considered to be in a bench 
seat is expressed by the symbol W, and calculated as the bench width in 
millimeters divided by 381 and rounded to the nearest whole number.
    S5. Requirements. (a) Each vehicle with a gross vehicle weight 
rating of more than 4,536 kg shall be capable of meeting any of the 
requirements set forth under this heading when tested under the 
conditions of S6. However, a particular school bus passenger seat 
(i.e., test specimen) in that weight class need not meet further 
requirements after having met S5.1.2 and S5.1.5, or having been 
subjected to either S5.1.3, S5.1.4, or S5.3.
    (b) Each vehicle with a gross vehicle weight rating of 4,536 kg or 
less shall be capable of meeting the following requirements at all 
seating positions other than the driver's seat:
    (1)(A) In the case of vehicles manufactured before September 1, 
1991, the requirements of Secs. 571.208, 571.209, and 571.210 as they 
apply to multipurpose passenger vehicles; or
    (B) In the case of vehicles manufactured on or after September 1, 
1991, the requirements of S4.4.3.3 of Sec. 571.208 and the requirements 
of Secs. 571.209 and 571.210 as they apply to school buses with a gross 
vehicle weight rating of 4,536 kg or less; and
    (2) The requirements of S5.1.2, S5.1.3, S5.1.4, S5.1.5, S5.3, and 
S5.4 of this standard. However, the requirements of Secs. 571.208 and 
571.210 shall be met at W seating positions in a bench seat using a 
body block as specified in Figure 2 of this standard, and a particular 
school bus passenger seat (i.e., a test specimen) in that weight class 
need not meet further requirements after having met S5.1.2 and S5.1.5, 
or after having been subjected to either S5.1.3, S5.1.4, or S5.3 of 
this standard or Sec. 571.210.
* * * * *
    S5.1.2  Seat back height and surface area. Each school bus 
passenger seat shall be equipped with a seat back that, in the front 
projected view, has a front surface area above the horizontal plane 
that passes through the seating reference point, and below the 
horizontal plane 508 mm above the seating reference point, of not less 
than 90 percent of the seat bench width in millimeters multiplied by 
508.
    S5.1.3  Seat performance forward. When a school bus passenger seat 
that has another seat behind it is subjected to the application of 
force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the 
application of additional force to the seat back as specified in 
S5.1.3.3 and S5.1.3.4:
    (a) The seat back force/deflection curve shall fall within the zone 
specified in Figure 1;
    (b) Seat back deflection shall not exceed 356 mm; (for 
determination of (a) and (b) the force/deflection curve describes only 
the force applied through the upper loading bar, and only the forward 
travel of the pivot attachment point of the upper loading bar, measured 
from the point at which the initial application of 44 N of force is 
attained.)
    (c) The seat shall not deflect by an amount such that any part of 
the seat moves to within 102 mm of any part of another school bus 
passenger seat or restraining barrier in its originally installed 
position;
    (d) The seat shall not separate from the vehicle at any attachment 
point; and
    (e) Seat components shall not separate at any attachment point.
    S5.1.3.1  Position the loading bar specified in S6.5 so that it is 
laterally centered behind the seat back with the bar's longitudinal 
axis in a transverse plane of the vehicle and in any horizontal plane 
between 102 mm above and 102 mm below the seating reference point of 
the school bus passenger seat behind the test specimen.
    S5.1.3.2  Apply a force of 3,114W newtons horizontally in the 
forward direction through the loading bar at the pivot attachment 
point. Reach the specified load in not less than 5 nor more than 30 
seconds.
    S5.1.3.3  No sooner than 1.0 second after attaining the required 
force, reduce

[[Page 28949]]

that force to 1,557W newtons and, while maintaining the pivot point 
position of the first loading bar at the position where the 1,557W 
newtons is attained, position a second loading bar described in S6.5 so 
that it is laterally centered behind the seat back with the bar's 
longitudinal axis in a transverse plane of the vehicle and in the 
horizontal plane 406 mm above the seating reference point of the school 
bus passenger seat behind the test specimen, and move the bar forward 
against the seat back until a force of 44 N has been applied.
    S5.1.3.4  Apply additional force horizontally in the forward 
direction through the upper bar until 452W joules of energy have been 
absorbed in deflecting the seat back (or restraining barrier). Apply 
the additional load in not less than 5 seconds nor more than 30 
seconds. Maintain the pivot attachment point in the maximum forward 
travel position for not less than 5 seconds nor more than 10 seconds 
and release the load in not less than 5 nor more than 30 seconds. (For 
the determination of S5.1.3.4 the force/deflection curve describes only 
the force applied through the upper loading bar, and the forward and 
rearward travel distance of the upper loading bar pivot attachment 
point measured from the position at which the initial application of 44 
N of force is attained.)
    S5.1.4  Seat performance rearward. When a school bus passenger seat 
that has another seat behind it is subjected to the application of 
force as specified in S5.1.4.1 and S5.1.4.2:
    (a) Seat back force shall not exceed 9,786 N;
    (b) Seat back deflection shall not exceed 254 mm; (for 
determination of (a) and (b) the force/deflection curve describes only 
the force applied through the loading bar, and only the rearward travel 
of the pivot attachment point of the loading bar, measured from the 
point at which the initial application of 222 N is attained.
    (c) The seat shall not deflect by an amount such that any part of 
the seat moves to within 102 mm of any part of another passenger seat 
in its originally installed position;
    (d) The seat shall not separate from the vehicle at any attachment 
point; and
    (e) Seat components shall not separate at any attachment point.
    S5.1.4.1  Position the loading bar described in S6.5 so that it is 
laterally centered forward of the seat back with the bar's longitudinal 
axis in a transverse plane of the vehicle and in the horizontal plane 
343 mm above the seating reference point of the test specimen, and move 
the loading bar rearward against the seat back until a force of 222 N 
has been applied.
    S5.1.4.2  Apply additional force horizontally rearward through the 
loading bar until 316W joules (J) of energy has been absorbed in 
deflecting the seat back. Apply the additional load in not less than 5 
seconds nor more than 30 seconds. Maintain the pivot attachment point 
in the maximum rearward travel position for not less than 5 seconds nor 
more than 10 seconds and release the load in not less than 5 seconds 
nor more than 30 seconds. (For determination of S5.1.4.2 the force 
deflection curve describes the force applied through the loading bar 
and the rearward and forward travel distance of the loading bar pivot 
attachment point measured from the position at which the initial 
application of 222 N of force is attained.)
    S5.1.5  Seat cushion retention. In the case of school bus passenger 
seats equipped with seat cushions, with all manual attachment devices 
between the seat and the seat cushion in the manufacturer's designated 
position for attachment, the seat cushion shall not separate from the 
seat at any attachment point when subjected to an upward force in 
newtons of 5 times the mass of the seat cushion in kilograms and 
multiplied by 9.8 m/s 2, applied in any period of not less 
than 1 nor more than 5 seconds, and maintained for 5 seconds.
    S5.2  Restraining barrier requirements. Each vehicle shall be 
equipped with a restraining barrier forward of any designated seating 
position that does not have the rear surface of another school bus 
passenger seat within 610 mm of its seating reference point, measured 
along a horizontal longitudinal line through the seating reference 
point in the forward direction.
    S5.2.1  Barrier-seat separation. The horizontal distance between 
the restraining barrier's rear surface and the seating reference point 
of the seat in front of which the barrier is required shall not be more 
than 610 mm measured along a horizontal longitudinal line through the 
seating reference point in the forward direction.
* * * * *
    S5.2.3  Barrier performance forward. When force is applied to the 
restraining barrier in the same manner as specified in S5.1.3.1 through 
S5.1.3.4 for seating performance tests:
    (a) The restraining barrier force/deflection curve shall fall 
within the zone specified in Figure 1;
    (b) Restraining barrier deflection shall not exceed 356 mm; (for 
computation of (a) and (b) the force/deflection curve describes only 
the force applied through the upper loading bar, and only the forward 
travel of the pivot attachment point of the loading bar, measured from 
the point at which the initial application of 44 N of force is 
attained.)
    (c) Restraining barrier deflection shall not interfere with normal 
door operation;
    (d) The restraining barrier shall not separate from the vehicle at 
any attachment point; and
    (e) Restraining barrier components shall not separate at any 
attachment point.
* * * * *
    S5.3.1.1  The head protection zones in each vehicle are the spaces 
in front of each school bus passenger seat which are not occupied by 
bus sidewall, window, or door structure and which, in relation to that 
seat and its seating reference point, are enclosed by the following 
planes;
    (a) Horizontal planes 305 mm and 1016 mm above the seating 
reference point;
    (b) A vertical longitudinal plane tangent to the inboard (aisle 
side) edge of the seat; and
    (c) A vertical longitudinal plane 83 mm inboard of the outboard 
edge of the seat;
    (d) Vertical transverse planes through and 762 mm forward of the 
reference point.
    S5.3.1.2  Head form impact requirement. When any contactable 
surface of the vehicle within the zones specified in S5.3.1.1 is 
impacted from any direction at 6.7 m/s by the head form described in 
S6.6, the axial acceleration at the center of gravity of the head form 
shall be such that the expression
[GRAPHIC] [TIFF OMITTED] TR27MY98.016

shall not exceed 1,000 where ``a'' is the axial acceleration expressed 
as a multiple of ``g'' (the acceleration due to gravity), and 
``t1'' and ``t2'' are any two points in time 
during the impact.
    S5.3.1.3  Head form force distribution. When any contactable 
surface of the vehicle within the zones specified in S5.3.1.1 is 
impacted from any direction at 6.7 m/s by the head form described in 
S6.6, the energy necessary to deflect the impacted material shall be 
not less than 4.5 joules before the force level on the head form 
exceeds 667 N. When any contactable surface within such zones is 
impacted by the head form from any direction at 1.5 m/s the contact 
area on the head

[[Page 28950]]

form surface shall be not less than 1,935 mm 2.
* * * * *
    S5.3.2.1  The leg protection zones of each vehicle are those parts 
of the school bus passenger seat backs and restraining barriers bounded 
by horizontal planes 305 mm above and 102 mm below the seating 
reference point of the school bus passenger seat immediately behind the 
seat back or restraining barrier.
    S5.3.2.2  When any point on the rear surface of that part of a seat 
back or restraining barrier within any zone specified in S5.3.2.1 is 
impacted from any direction at 4.9 m/s by the knee form specified in 
S6.7, the resisting force of the impacted material shall not exceed 
2,669 N and the contact area on the knee form surface shall not be less 
than 1,935 mm 2.
* * * * *
    S6.3  Temperature. The ambient temperature is any level between 0 
degrees C and 32 degrees C.
* * * * *
    S6.5  Loading bar. The loading bar is a rigid cylinder with an 
outside diameter of 152 mm that has hemispherical ends with radii of 76 
mm and with a surface roughness that does not exceed 1.6 m, 
root mean square. The length of the loading bar is 102 mm less than the 
width of the seat back in each test. The stroking mechanism applies 
force through a pivot attachment at the center point of the loading bar 
which allows the loading bar to rotate in a horizontal plane 30 degrees 
in either direction from the transverse position.
    S6.5.1  A vertical or lateral force of 17,792 N applied externally 
through the pivot attachment point of the loading bar at any position 
reached during a test specified in this standard shall not deflect that 
point more than 25 mm.
    S6.6  Head form. The head form for the measurement of acceleration 
is a rigid surface comprised of two hemispherical shapes, with total 
equivalent mass of 5.2 kg. The first of the two hemispherical shapes 
has a diameter of 166 mm. The second of the two hemispherical shapes 
has a 50 mm diameter and is centered as shown in Figure 3 to protrude 
from the outer surface of the first hemispherical shape. The surface 
roughness of the hemispherical shapes does not exceed 1.6 m, 
root mean square.
* * * * *
    S6.7  Knee form. The knee form for measurement of force is a rigid 
76 millimeter-diameter cylinder, with an equivalent weight of 44 N that 
has one hemispherical end with a 38 mm radius forming a contact surface 
of the knee form. The hemispherical surface roughness does not exceed 
1.6 m, root mean square.
* * * * *
    21. In Sec. 571.222, Figure 1, ``Force/Deflection Zone'', Figure 2, 
``Body Block for Lap Belt'', and Figure 3 after S6.8 are revised to 
read as follows:

BILLING CODE 4910-59-P

[[Page 28951]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.008



[[Page 28952]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.009



[[Page 28953]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.010



BILLING CODE 4910-59-C
    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

[[Page 28954]]

inserted into the filler neck attached to the fuel tank with the fuel 
tank filled to any level from 90 to 95 percent of capacity.
* * * * *
    S7.1.6  The vehicle, including test devices and instrumentation, is 
loaded as follows:
    (a) Except as specified in S7.1.1, a passenger car is loaded to its 
unloaded vehicle weight plus its rated cargo and luggage capacity 
weight, secured in the luggage area, plus the necessary test dummies as 
specified in S6., restrained only by means that are installed in the 
vehicle for protection at its seating position.
    (b) Except as specified in S7.1.1, a multipurpose passenger 
vehicle, truck, or bus with a GVWR of 4,536 kg or less is loaded to its 
unloaded vehicle weight, plus the necessary test dummies, as specified 
in S6., plus 136 kg or its rated cargo and luggage capacity weight, 
whichever is less, secured to the vehicle and distributed so that the 
weight on each axle as measured at the tire-ground interface is 
proportional to its GAWR. If the weight on any axle, when the vehicle 
is loaded to unloaded vehicle weight plus dummy weight, exceeds the 
axle's proportional share of the test weight, the remaining weight 
shall be placed so that the weight on that axle remains the same. Each 
dummy shall be restrained only by means that are installed in the 
vehicle for protection at its seating position.
    (c) Except as specified in S7.1.1, a school bus with a GVWR greater 
than 4,536 kg is loaded to its unloaded vehicle weight, plus 54 kg of 
unsecured mass at each designated seating position.
* * * * *
    S7.3  Rear moving barrier test conditions. The rear moving barrier 
test conditions are those specified in S8.2 of Standard No. 208, 49 CFR 
571.208, except for the positioning of the barrier and the vehicle. The 
barrier and test vehicle are positioned so that at impact--
    (a) The vehicle is at rest in its normal attitude;
    (b) The barrier is traveling at 48 km/h with its face perpendicular 
to the longitudinal centerline of the vehicle; and
    (c) A vertical plane through the geometric center of the barrier 
impact surface and perpendicular to that surface coincides with the 
longitudinal centerline of the vehicle.
* * * * *
    S7.5.1  The moving barrier, which is mounted on a carriage as 
specified in Figure 1, is of rigid construction, symmetrical about a 
vertical longitudinal plane. The contoured impact surface, which is 629 
mm high and 1,981 mm wide, conforms to the dimensions shown in Figure 
2, and is attached to the carriage as shown in that figure. The ground 
clearance to the lower edge of the impact surface is 133 mm 
 13 mm. The wheelbase is 3,048 mm  50 mm.
    S7.5.2  The moving contoured barrier, including the impact surface, 
supporting structure, and carriage, has a mass of 1,814 kg  
23 kg with the mass distributed so that 408 kg  11 kg is at 
each rear wheel and 499 kg  11 kg is at each front wheel. 
The center of gravity is located 1,372 mm  38 mm rearward 
of the front wheel axis, in the vertical longitudinal plane of 
symmetry, 401 mm above the ground. The moment of inertia about the 
center of gravity is:

Ix = 367 kgm\2\  18.4 kgm\2\
Iz = 4,711 kgm\2\  236 kgm\2\
* * * * *
    S7.5.4  The moving barrier assembly is equipped with G78-15 
pneumatic tires with a tread width of 152 mm  25 mm, 
inflated to 165 kPa.
    S7.5.5  The concrete surface upon which the vehicle is tested is 
level, rigid, and of uniform construction, with a skid number of 75 
when measured in accordance with American Society of Testing and 
Materials Method E: 274-65T at 64 km/h, omitting water delivery as 
specified in paragraph 7.1 of that method.
* * * * *
    23. Section 571.302 is amended by revising S4.2; revising the text 
of S4.2.2; revising S4.3; revising S5.1; revising S5.1.1; revising 
S5.1.2; revising S5.1.3; revising S5.1.4; revising S5.2.1; revising 
S5.2.3; and revising S5.3 to read as follows:


Sec. 571.302  Flammability of interior materials.

* * * * *
    S4.2  Any portion of a single or composite material which is within 
13 mm of the occupant compartment air space shall meet the requirements 
of S4.3.
* * * * *
    S4.2.2  Any material that adheres to other materials at every point 
of contact shall meet the requirements of S4.3 when tested as a 
composite with the other material(s).
* * * * *
    Material A has a non-adhering interface with material B and is 
tested separately. Part of material B is within 13 mm of the occupant 
compartment air space, and materials B and C adhere at every point of 
contact; therefore, B and C are tested as a composite. The cut is in 
material C as shown, to make a specimen 13 mm thick.
    S4.3(a)  When tested in accordance with S5, material described in 
S4.1 and S4.2 shall not burn, nor transmit a flame front across its 
surface, at a rate of more than 102 mm per minute. The requirement 
concerning transmission of a flame front shall not apply to a surface 
created by cutting a test specimen for purposes of testing pursuant to 
S5.
    (b) If a material stops burning before it has burned for 60 seconds 
from the start of timing, and has not burned more than 51 mm from the 
point where the timing was started, it shall be considered to meet the 
burn-rate requirement of S4.3(a).
    S5.1  Conditions. 
    S5.1.1  The test is conducted in a metal cabinet for protecting the 
test specimens from drafts. The interior of the cabinet is 381 mm long, 
203 mm deep, and 356 mm high. It has a glass observation window in the 
front, a closable opening to permit insertion of the specimen holder, 
and a hole to accommodate tubing for a gas burner. For ventilation, it 
has a 13 mm clearance space around the top of the cabinet, ten holes in 
the base of the cabinet, each hole 19 mm in diameter and legs to 
elevate the bottom of the cabinet by 10 mm, all located as shown in 
Figure 1.
    S5.1.2  Prior to testing, each specimen is conditioned for 24 hours 
at a temperature of 21 deg. C, and a relative humidity of 50 percent, 
and the test is conducted under those ambient conditions.
    S5.1.3  The test specimen is inserted between two matching U-shaped 
frames of metal stock 25 mm wide and 10 mm high. The interior 
dimensions of the U-shaped frames are 51 mm wide by 330 mm long. A 
specimen that softens and bends at the flaming end so as to cause 
erratic burning is kept horizontal by supports consisting of thin, 
heat-resistant wires, spanning the width of the U-shaped frame under 
the specimen at 25 mm intervals. A device that may be used for 
supporting this type of material is an additional U-shaped frame, wider 
than the U-shaped frame containing the specimen, spanned by 10-mil 
wires of heat-resistant composition at 25 mm intervals, inserted over 
the bottom U-shaped frame.
    S5.1.4  A bunsen burner with a tube of 10 mm inside diameter is 
used. The gas adjusting valve is set to provide a flame, with the tube 
vertical, of 38 mm in height. The air inlet to the burner is closed.
* * * * *

[[Page 28955]]

    S5.2.1  Each specimen of material to be tested shall be a rectangle 
102 mm wide by 356 mm long, wherever possible. The thickness of the 
specimen is that of the single or composite material used in the 
vehicle, except that if the material's thickness exceeds 13 mm, the 
specimen is cut down to that thickness measured from the surface of the 
specimen closest to the occupant compartment air space. Where it is not 
possible to obtain a flat specimen because of surface curvature, the 
specimen is cut to not more than 13 mm in thickness at any point. The 
maximum available length or width of a specimen is used where either 
dimension is less than 356 mm or 102 mm, respectively, unless surrogate 
testing is required under S4.1.1.
* * * * *
    S5.2.3  Material with a napped or tufted surface is placed on a 
flat surface and combed twice against the nap with a comb having seven 
to eight smooth, rounded teeth per 25 mm.
    S5.3  Procedure. 
    (a) Mount the specimen so that both sides and one end are held by 
the U-shaped frame, and one end is even with the open end of the frame. 
Where the maximum available width of a specimen is not more than 51 mm, 
so that the sides of the specimen cannot be held in the U-shaped frame, 
place the specimen in position on wire supports as described in S5.1.3, 
with one end held by the closed end of the U-shaped frame.
    (b) Place the mounted specimen in a horizontal position, in the 
center of the cabinet.
    (c) With the flame adjusted according to S5.1.4, position the 
bunsen burner and specimen so that the center of the burner tip is 19 
mm below the center of the bottom edge of the open end of the specimen.
    (d) Expose the specimen to the flame for 15 seconds.
    (e) Begin timing (without reference to the period of application of 
the burner flame) when the flame from the burning specimen reaches a 
point 38 mm from the open end of the specimen.
    (f) Measure the time that it takes the flame to progress to a point 
38 mm from the clamped end of the specimen. If the flame does not reach 
the specified end point, time its progress to the point where flaming 
stops.
    (g) Calculate the burn rate from the formula:

B = 60  x  (D/T)

Where: 
B = Burn rate in millimeters per minute
D = Length the flame travels in millimeters, and
T = Time in seconds for the flame to travel D millimeters.

    24. In Sec. 571.302, the Figure named ``Illustrative Example--
Occupant Compartment Air Space'' at S4.2.2 after the first sentence, 
and Figure 1, after S5.1.1 are revised to read as follows:

BILLING CODE 4910-59-P

[[Page 28956]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.011



[[Page 28957]]

[GRAPHIC] [TIFF OMITTED] TR27MY98.012



    Issued: May 13, 1998.
Ricardo Martinez,
Administrator.
[FR Doc. 98-13431 Filed 5-26-98; 8:45 am]
BILLING CODE 4910-59-C