[Federal Register Volume 65, Number 63 (Friday, March 31, 2000)]
[Rules and Regulations]
[Pages 17196-17204]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-8009]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 587

[Docket No. NHTSA-2000-7142]
RIN 2127-AH93


Offset Deformable Barrier

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

ACTION: Final rule.

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SUMMARY: This document amends 49 CFR Part 587 by adding specifications 
for an offset deformable barrier. This barrier is used in offset 
deformable barrier tests to evaluate the crashworthiness of vehicles. 
In this type of test, one side of a vehicle's front end is crashed into 
a barrier with a deformable face that absorbs some of the crash energy.
    Adding the offset deformable barrier to Part 587 is the first step 
toward using it to evaluate the crashworthiness of vehicles. The issue 
of specifying use of the barrier as part of the performance 
requirements of specific safety standards is being addressed in 
separate

[[Page 17197]]

rulemaking documents, most notably those concerning requirements for 
advanced air bags.

DATES: Effective Date: This regulation becomes effective May 1, 2000. 
The incorporation by reference of the publications listed in the rule 
is approved by the Director of the Federal Register as of May 1, 2000.
    Petitions: Petitions for reconsideration must be received by May 
15, 2000.

ADDRESSES: Petitions for reconsideration should refer to the docket 
number of this rule and be submitted to: Administrator, National 
Highway Traffic Safety Administration, 400 Seventh Street, SW, 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT:
    For non-legal issues, you may call John Lee, Office of 
Crashworthiness Standards, at 202-366-2264.
    For legal issues, you may call Edward Glancy, Office of the Chief 
Counsel, at 202-366-2992.
    You may send mail to both of these officials at National Highway 
Traffic Safety Administration, 400 Seventh St., SW., Washington, DC, 
20590.

SUPPLEMENTARY INFORMATION:
    On September 18, 1998, we published in the Federal Register (63 FR 
49958) a notice of proposed rulemaking (NPRM) to upgrade Standard No. 
208, Occupant Crash Protection, to require advanced air bags. As part 
of that document, we proposed specifications for an offset deformable 
barrier to be used in offset deformable barrier tests. In this type of 
test, one side of a vehicle's front end is crashed into a barrier with 
a deformable face that absorbs some of the crash energy.
    On November 5, 1999, we published in the Federal Register (64 FR 
60556) a supplemental notice of proposed rulemaking (SNPRM) for 
advanced air bags. In the SNPRM, we updated and refined the amendments 
under consideration. As to the offset deformable barrier, we stated in 
the SNPRM that we were not republishing the proposed specifications for 
the barrier but expected to proceed to a final rule in a separate 
document. We also stated that we did not expect any significant changes 
from the NPRM.
    As we discussed in the SNPRM, the offset deformable barrier we 
proposed is already used in various parts of the world in several ways. 
Europe uses it in 56 km/h (35 mph) offset tests, using belted 50th 
percentile adult male dummies, pursuant to EU Directive 96/79 EC. It is 
also used in higher speed offset tests as part of the European and 
Australian New Car Assessment Programs, and by the Insurance Institute 
for Highway Safety in this country. Transport Canada uses it in offset 
tests at impact speeds up to 40 km/h (25 mph), using belted 5th 
percentile adult female dummies, to evaluate air bag sensor performance 
and air bag aggressivity.
    We received only one comment concerning the proposed specifications 
for the offset deformable barrier, from DaimlerChrysler. That company 
identified several errors in the specifications.
    In this document, we are adopting as final, with minor 
modifications, the proposed specifications for the offset deformable 
barrier. We have corrected the errors identified by DaimlerChrysler and 
have also made a number of editorial changes for purposes of clarity.
    The issue of specifying the use of the offset deformable barrier as 
part of the performance requirements of specific safety standards is 
being addressed in separate rulemaking documents, most notably those 
concerning requirements for advanced air bags. In particular, comments 
concerning the specific offset deformable barrier tests we proposed as 
part of the advanced air bag rulemaking, including comments raising 
issues about the suitability of this barrier for testing heavier light 
trucks and SUVs, are being addressed as part of the final rule for 
advanced air bags.

Regulatory Analyses and Notices

Executive Order 12866 and DOT

Regulatory Policies and Procedures

    Executive Order 12866, ``Regulatory Planning and Review'' (58 FR 
51735, October 4, 1993), provides for making determinations whether a 
regulatory action is ``significant'' and therefore subject to Office of 
Management and Budget (OMB) review and to the requirements of the 
Executive Order. The Order defines a ``significant regulatory action'' 
as one that is likely to result in a rule that may:
    (1) Have an annual effect on the economy of $100 million or more or 
adversely affect in a material way the economy, a sector of the 
economy, productivity, competition, jobs, the environment, public 
health or safety, or State, local, or Tribal governments or 
communities;
    (2) Create a serious inconsistency or otherwise interfere with an 
action taken or planned by another agency;
    (3) Materially alter the budgetary impact of entitlements, grants, 
user fees, or loan programs or the rights and obligations of recipients 
thereof; or
    (4) Raise novel legal or policy issues arising out of legal 
mandates, the President's priorities, or the principles set forth in 
the Executive Order.
    We have considered the impact of this rulemaking action under 
Executive Order 12866 and the Department of Transportation's regulatory 
policies and procedures. This rule is not considered a significant 
regulatory action under section 3(f) of the Executive Order 12866. 
Consequently, it was not reviewed by the Office of Management and 
Budget. This rulemaking document was not reviewed by the Office of 
Management and Budget under E.O. 12866, ``Regulatory Planning and 
Review.'' The rulemaking action is also not considered to be 
significant under the Department's Regulatory Policies and Procedures 
(44 FR 11034, February 26, 1979).
    This document amends 49 CFR Part 587 by adding specifications for 
an offset deformable barrier that the agency may separately decide to 
use in the Federal motor vehicle safety standards. This rule indirectly 
imposes requirements on only those businesses that choose to 
manufacture or test with the barrier, in that the agency will only use 
barriers for compliance testing that meet all of the criteria specified 
in this rule. It may indirectly affect vehicle and air bag 
manufacturers if it is incorporated by reference into the final rule 
for advanced air bags.
    The cost of the deformable face, which is destroyed with each test, 
is approximately $1,025.
    Because the economic impacts of this rule are so minimal, no 
further regulatory evaluation is necessary.

Executive Order 13132

    We have analyzed this rule in accordance with Executive Order 13132 
(``Federalism''). We have determined that this rule does not have 
sufficient Federalism impacts to warrant the preparation of a 
federalism assessment.

Executive Order 13045

    Executive Order 13045 (62 FR 19885, April 23, 1997) applies to any 
rule that: (1) Is determined to be ``economically significant'' as 
defined under E.O. 12866, and (2) concerns an environmental, health or 
safety risk that NHTSA has reason to believe may have a 
disproportionate effect on children. If the regulatory action meets 
both criteria, we must evaluate the environmental health or safety 
effects of the planned rule on children, and explain why the planned 
regulation is preferable to other potentially effective and reasonably 
feasible alternatives considered by us.
    This rule is not subject to the Executive Order because it is not 
economically significant as defined in

[[Page 17198]]

E.O. 12866. It also does not involve decisions based on health risks 
that disproportionately affect children.

Executive Order 12778

    Pursuant to Executive Order 12778, ``Civil Justice Reform,'' we 
have considered whether this rule will have any retroactive effect. 
This rule does not have any retroactive effect. A petition for 
reconsideration or other administrative proceeding will not be a 
prerequisite to an action seeking judicial review of this rule. This 
rule does not preempt the states from adopting laws or regulations on 
the same subject, except that it does preempt a state regulation that 
is in actual conflict with the federal regulation or makes compliance 
with the Federal regulation impossible or interferes with the 
implementation of the federal statute.

Regulatory Flexibility Act

    Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq., 
as amended by the Small Business Regulatory Enforcement Fairness Act 
(SBREFA) of 1996) whenever an agency is required to publish a notice of 
rulemaking for any proposed or final rule, it must prepare and make 
available for public comment a regulatory flexibility analysis that 
describes the effect of the rule on small entities (i.e., small 
businesses, small organizations, and small governmental jurisdictions). 
However, no regulatory flexibility analysis is required if the head of 
an agency certifies the rule will not have a significant economic 
impact on a substantial number of small entities. SBREFA amended the 
Regulatory Flexibility Act to require Federal agencies to provide a 
statement of the factual basis for certifying that a rule will not have 
a significant economic impact on a substantial number of small 
entities.
    I have considered the effects of this rulemaking action under the 
Regulatory Flexibility Act (5 U.S.C. Sec. 601 et seq.) and certify that 
this proposal will not have a significant economic impact on a 
substantial number of small entities. The rule does not impose or 
rescind any requirements for anyone. The Regulatory Flexibility Act 
does not, therefore, require a regulatory flexibility analysis.

National Environmental Policy Act

    We have analyzed this amendment for the purposes of the National 
Environmental Policy Act and determined that it will not have any 
significant impact on the quality of the human environment.

Paperwork Reduction Act

    Under the Paperwork Reduction Act of 1995, a person is not required 
to respond to a collection of information by a Federal agency unless 
the collection displays a valid OMB control number. This rule does not 
propose any new information collection requirements.

National Technology Transfer and Advancement Act

    Section 12(d) of the National Technology Transfer and Advancement 
Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272) 
directs us to use voluntary consensus standards in its regulatory 
activities unless doing so would be inconsistent with applicable law or 
otherwise impractical. Voluntary consensus standards are technical 
standards (e.g., materials specifications, test methods, sampling 
procedures, and business practices) that are developed or adopted by 
voluntary consensus standards bodies, such as the Society of Automotive 
Engineers (SAE). The NTTAA directs us to provide Congress, through OMB, 
explanations when we decide not to use available and applicable 
voluntary consensus standards.
    The following voluntary consensus standard has been used in 
developing specifications for the barrier:
     SAE Recommended Practice J211/1, Rev. Mar95 
``Instrumentation for Impact Tests.''

Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA) 
requires Federal agencies to prepare a written assessment of the costs, 
benefits and other effects of proposed or final rules that include a 
Federal mandate likely to result in the expenditure by State, local or 
tribal governments, in the aggregate, or by the private sector, of more 
than $100 million in any one year (adjusted for inflation with base 
year of 1995). Before promulgating a NHTSA rule for which a written 
statement is needed, section 205 of the UMRA generally requires us to 
identify and consider a reasonable number of regulatory alternatives 
and adopt the least costly, most cost-effective or least burdensome 
alternative that achieves the objectives of the rule. The provisions of 
section 205 do not apply when they are inconsistent with applicable 
law. Moreover, section 205 allows us to adopt an alternative other than 
the least costly, most cost-effective or least burdensome alternative 
if we publish with the final rule an explanation why that alternative 
was not adopted.
    This rule does not impose any unfunded mandates under the Unfunded 
Mandates Reform Act of 1995. This rule does not meet the definition of 
a Federal mandate because it does not impose requirements on anyone. 
Further, it will not result in costs of $100 million or more to either 
State, local, or tribal governments, in the aggregate, or to the 
private sector. Thus, this rule is not subject to the requirements of 
sections 202 and 205 of the UMRA.

Regulation Identifier Number (RIN)

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

List of Subjects in 49 CFR Part 587

    Incorporation by reference, Motor vehicle safety.

    In consideration of the foregoing, NHTSA amends 49 CFR Part 587 as 
follows:

PART 587--DEFORMABLE BARRIERS

    1. The authority citation for part 587 is revised to read as 
follows:

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

    2. The heading of part 587 is revised to read as set forth above.
    3. The heading ``Subpart A--General'' is added immediately before 
Sec. 587.1.

    4. Section 587.1 is revised to read as follows:


Sec. 587.1  Scope.

    This part describes deformable impact barriers that are to be used 
for testing compliance of motor vehicles with motor vehicle safety 
standards.

    5. Section 587.3 is revised to read as follows:


Sec. 587.3  Application.

    This part does not in itself impose duties or liabilities on any 
person. It is a description of tools that are used in compliance tests 
to measure the performance of occupant protection systems required by 
the safety standards that refer to these tools. It is designed to be 
referenced by, and become part of, the test procedures specified in 
motor vehicle safety standards such as

[[Page 17199]]

Standard No. 208, Occupant Crash Protection, and Standard No. 214, Side 
Impact Protection.
Subpart B--[Amended]

    6. The heading ``Subpart B--Side Impact Moving Deformable Barrier'' 
is added immediately after the end of Sec. 587.3.


Secs. 587.7 through 587.10  [Reserved]

    7. Sections 587.7 through 587.10 are reserved.
Subpart C--[Amended]

    8. The heading ``Subpart C--Offset Deformable Barrier'' is added 
immediately after the end of Sec. 587.10.


Sec. 587.11  [Reserved]

    9. Section 587.11 is reserved.

    10. Sections 587.12 through 587.19 are added to read as follows:


Sec. 587.12  Incorporation by reference.

    Society of Automotive Engineers (SAE) Recommended Practice J211/1 
Rev. MAR 95, Instrumentation for Impact Tests-Part 1--Electronic 
Instrumentation, is incorporated by reference in Sec. 587.15 in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. A copy may be 
obtained from SAE at Society of Automotive Engineers, Inc., 400 
Commonwealth Drive, Warrendale, PA 15096. A copy of the material may be 
inspected at NHTSA's Docket Section, 400 Seventh Street, S.W., room 
5109, Washington, DC, or at the Office of Federal Register, 800 North 
Capitol Street, N.W., Suite 700, Washington, DC.


Sec. 587.13  General description.

    The offset deformable barrier is comprised of two elements: a fixed 
rigid barrier and a deformable face (Figure 1). The fixed rigid barrier 
is adequate to not deflect or displace more than 10 mm during the 
vehicle impact. The deformable face consists of aluminum honeycomb and 
aluminum covering.


Sec. 587.14  Deformable face component dimensions and material 
specifications.

    The dimensions of the deformable face are illustrated in Figure 1 
of this subpart. The dimensions and materials of the individual 
components are listed separately below. All dimensions allow a 
tolerance of  2.5 mm (0.1 in) unless otherwise specified.
    (a) Main honeycomb block.
    (1) Dimensions. The main honeycomb block has a height of 650 mm 
(25.6 in) (in the direction of honeycomb ribbon axis), a width of 1,000 
mm (39.4 in), and a depth of 450 mm (17.7 in)(in the direction of 
honeycomb cell axis).
    (2) Material. The main honeycomb block is constructed of the 
following material. The honeycomb is manufactured out of aluminum 3003, 
with a foil thickness of 0.076 mm (0.003 in)  0.004 mm 
(0.002 in) a cell size of 19.14 mm (0.75 in), a density of 28.6 kg/m\3\ 
(1.78 lb/ft \3\)  2kg/m\3\ (0.25 1b/ft \3\), and a crush 
strength of 0.342 MPa (49.6 psi) + 0%-10%, measured in accordance with 
the certification procedure described in Sec. 587.15.
    (b) Bumper element honeycomb.
    (1) Dimensions. The bumper element honeycomb has a height of 330 mm 
(13 in)(in the direction of honeycomb ribbon axis), a width of 1,000 mm 
(39.4 in), and a depth of 90 mm (3.5 in) (in the direction of honeycomb 
cell axis).
    (2) Material. The bumper element honeycomb is constructed of the 
following material. The honeycomb is manufactured out of aluminum 3003, 
with a foil thickness of 0.076 mm (0.003 in)  0.004 mm 
(0.0002 in), a cell size of 6.4 mm (0.25 in)  1 mm (0.040 
in), a density of 82.6 kg/m\3\ (5.15 lb/ft \3\)  3 kg/m\3\ 
(0.19 lb/ft \3\), and a crush strength of 1.711 MPa (248 psi) + 0% 
-10%, measured in accordance with the certification procedure described 
in Sec. 587.14.
    (c) Backing sheet.
    (1) Dimensions. The backing sheet has a height of 800 mm (31.5 in), 
a width of 1,000 mm (39.4 in), and a thickness of 2.0 mm (0.08 in) 
 0.1 mm (0.004 in).
    (2) Material. The backing sheet is manufactured out of aluminum 
5251/5052.
    (d) Cladding sheet.
    (1) Dimensions. The cladding sheet of the main honeycomb block has 
a total length of 1,700 mm (66.9 in), a width of 1,000 mm (39.4 in), 
and a thickness of 0.81 mm (0.03 in)  0.07 mm (0.003 in). 
It is shaped as indicated in Figure 1.
    (2) Material. The cladding sheet of the main honeycomb block is 
manufactured out of aluminum 5251/5052.
    (e) Bumper element honeycomb facing sheet.
    (1) Dimensions. The bumper facing sheet has a height of 330 mm (13 
in), a width of 1,000 mm (39.4 in), and a thickness of 0.81 mm (0.03 
in)  0.07 mm (0.003 in).
    (2) Material. The bumper element honeycomb facing sheet is 
manufactured out of aluminum 5251/5052.
    (f) Adhesive. The adhesive used throughout is a two-part 
polyurethane. (such as Ciba-Geigy XB5090/1 resin with XB5304 hardener, 
or equivalent).


Sec. 587.15  Verification of aluminum honeycomb crush strength

    The following procedure is used to ascertain the crush strength of 
the main honeycomb block and the bumper element honeycomb, as specified 
in Secs. 587.14(a)(2) and 587.14(b)(2).
    (a) Sample locations. To ensure uniformity of crush strength across 
the whole of the deformable face, 8 samples are taken from 4 locations 
evenly spaced across the honeycomb material. Seven of these 8 samples 
must meet the crush strength requirements when tested in accordance 
with the following sections. The location of the samples depends on the 
size of the honeycomb material being tested. Four samples, each 
measuring 300 mm (11.8 in)  x  300 mm (11.8 in)  x  25 mm (1 in) thick 
are cut from the honeycomb material. (See Figure 2 for how to locate 
these samples on two different sizes of honeycomb material.) Each of 
these larger samples is cut into samples of the size specified in 
Sec. 587.15(b). Verification is based on the testing of two samples 
from each of the four locations. The other two samples are retained for 
future verification, if necessary.
    (b) Sample size. Samples of the following size are used for 
testing. The length is 150 mm (5.9 in)  6 mm (0.24 in), the 
width is 150 mm (5.9 in)  6 mm (0.24 in), and the thickness 
is 25 mm (1 in)  2 mm (0.08 in). The walls of incomplete 
cells around the edge of the sample are trimmed as follows (See Figure 
3). In the width (``W'') direction, the fringes (``f'') are no greater 
than 1.8 mm (0.07 in); in the length (``L'') direction, the fringes 
(``e'') are at least half the length of one bonded cell wall (``d'') 
(in the ribbon direction).
    (c) Area measurement. The length of the sample is measured in three 
locations, 12.7 mm (0.5 in) from each end and in the middle, and 
recorded as L1, L2, and L3 (Figure 3). In the same manner, the width is 
measured and recorded as W1, W2, and W3 (Figure 3). These measurements 
are taken on the centerline of the thickness. The crush area is then 
calculated as:
[GRAPHIC] [TIFF OMITTED] TR31MR00.013

    (d) Crush rate and distance. The sample is crushed at a rate of not 
less than 5.1 mm/min (0.2 in/ min) and not more than 7.6 mm/min (0.29 
in/min). The minimum crush distance is 16.5 mm (0.65 in). Force versus 
deflection data are collected in either analog or digital form for each 
sample tested. If analog data are collected, a means of converting the 
data to digital data must be made available. All digital data are 
collected at a rate consistent with SAE Recommended Practice J211/1 
Rev. MAR 95 (see Sec. 587.12).

[[Page 17200]]

    (e) Crush strength determination. Ignore all data prior to 6.4 mm 
(0.25 in) of crush and after 16.5 mm (0.65 in) of crush. Divide the 
remaining data into three sections or displacement intervals (n = 1, 2, 
3) (see Figure 4) as follows. Interval one is from 6.4-9.7 mm (0.25-
0.38 in) deflection, inclusive. Interval two is from 9.7-13.2 mm (0.38-
0.52 in) deflection, exclusive. Interval three is from 13.2-16.5 mm 
(0.52-0.65 in) deflection, inclusive. Find the average for each section 
as follows:
[GRAPHIC] [TIFF OMITTED] TR31MR00.014

    where m represents the number of data points measured in each of 
the three intervals. Calculate the crush strength of each section as 
follows:
[GRAPHIC] [TIFF OMITTED] TR31MR00.015

    (f) Sample crush strength specification. For a honeycomb sample to 
meet crush strength requirements, the following condition must be met. 
For the 0.342 MPa (49.6 psi) material, the strength must be equal to or 
greater than 0.308 MPa (45 psi) but less than or equal to 0.342 MPa 
(49.6 psi) for all three compression intervals. For the 1.711 MPa (248 
psi) material the strength must be equal to or greater than 1.540 MPa 
(223 psi) but less than or equal to 1.711 MPa (248 psi) for all three 
compression intervals.
    (g) Testing hardware.
    (1) The hardware used to verify crush strength is capable of 
applying a load of 13.3 kN (3,000 lb), over at least a 16.5 mm (0.65 
in) stroke. The crush rate is constant and known. To ensure that the 
load is applied to the entire sample, the top and bottom crush plates 
are no smaller than 165 mm by 165 mm (6.5 in  x  6.5 in). The engaging 
surfaces of the crush plates have a roughness approximately equivalent 
to 60 grit sandpaper. The bottom crush plate is marked to ensure that 
the applied load is centered on the sample.
    (2) The crush plate assemblies have an average angular rigidity 
(about axes normal to the direction of crush) of at least 1017 Nm/deg 
(750 ft-lb/deg), over the range of 0 to 203 Nm (0 to 150 ft-lb) applied 
torque.


Sec. 587.16  Adhesive bonding procedure.

    Immediately before bonding, aluminum sheet surfaces to be bonded 
are thoroughly cleaned using a suitable solvent, such as 1-1-1 
Trichloroethane. This is carried out at least twice and more often if 
required to eliminate grease or dirt deposits. The cleaned surfaces are 
abraded using 120 grit abrasive paper. Metallic/silicon carbide 
abrasive paper is not to be used. The surfaces are thoroughly abraded 
and the abrasive paper changed regularly during the process to avoid 
clogging, which could lead to a polishing effect. Following abrading, 
the surfaces are thoroughly cleaned again, as above. In total, the 
surfaces are solvent-cleaned at least four times. All dust and deposits 
left as a result of the abrading process are removed, as these can 
adversely affect bonding. The adhesive is applied to one surface only, 
using a ribbed rubber roller. In cases where honeycomb is to be bonded 
to aluminum sheet, the adhesive is applied to the aluminum sheet only. 
A maximum pressure of 0.5 kg/m\2\ (11.9 lb/ft\2\) is applied evenly 
over the surface, giving a maximum film thickness of 0.5 mm (0.02 in).


Sec. 587.17  Construction.

    (a) The main honeycomb block is bonded to the backing sheet with 
adhesive such that the cell axes are perpendicular to the sheet. The 
cladding sheet is adhesively bonded to the front surface of the main 
honeycomb block. The top and bottom surfaces of the cladding sheet are 
not bonded to the main honeycomb block but are positioned close to it. 
The cladding sheet is adhesively bonded to the backing sheet at the 
mounting flanges. The bumper element honeycomb is adhesively bonded to 
the front of the cladding sheet such that the cell axes are 
perpendicular to the sheet. The bottom of the bumper element honeycomb 
is flush with the bottom surface of the cladding sheet. The bumper 
facing sheet is adhesively bonded to the front of the bumper element 
honeycomb.
    (b) The bumper element honeycomb is divided into three equal 
sections by means of two horizontal slots. These slots are cut through 
the entire depth of the bumper element and extend the whole width of 
the bumper. The slots are cut using a saw; their width is the width of 
the blade used which do not exceed 4.0 mm (0.16 in).
    (c) Clearance holes for mounting the deformable face are drilled in 
the cladding sheet mounting flanges (shown in Figure 5). The holes are 
20 mm (0.79 in) in diameter. Five holes are drilled in the top flange 
at a distance of 40 mm (1.57 in) from the top edge of the flange and 
five holes in the bottom flange at a distance of 40 mm (1.6 in) from 
the bottom edge of the flange. The holes are spaced at 100 mm (3.9 in), 
300 mm (11.8 in), 500 mm (19.7 in), 700 mm (27.5 in), 900 mm (35.4 in) 
horizontally, from either edge of the barrier. All holes are drilled 
within 1 mm (0.04 in) of the nominal distances.


Sec. 587.18  Dimensions of fixed rigid barrier.

    (a) The fixed rigid barrier has a mass of not less than 7  x  10\4\ 
kg (154,324 lb).
    (b) The height of the fixed rigid barrier is at least as high as 
the highest point on the vehicle at the intersection of the vertical 
transverse plane tangent to the forwardmost point of both front tires, 
when the tires are parallel to the longitudinal centerline of the 
vehicle, and the vertical plane through the longitudinal centerline of 
the vehicle.


Sec. 587.19  Mounting.

    (a) The deformable face is rigidly attached to the edge of the 
fixed rigid barrier or to some rigid structure attached thereto. The 
front of the fixed rigid barrier to which the deformable face is 
attached is flat (continuous over the height and width of the face and 
vertical 1 degree and perpendicular 1 degree to 
the axis of the run-up track). The edge of the deformable face is 
aligned with the edge of the fixed rigid barrier appropriate for the 
side of the vehicle to be tested.
    (b) The deformable face is attached to the fixed rigid barrier by 
means of ten bolts, five in the top mounting flange and five in the 
bottom, such that the bottom of the bumper element honeycomb is 200 mm 
(7.8 in) 15 mm (0.6 in) from the ground. These bolts are at 
least 8 mm (0.3 in) in diameter. Steel clamping strips are used for 
both the top and bottom mounting flanges (Figure 1). These strips are 
60 mm (2.4 in) high and 1000 mm (39.4 in) wide and have thickness of at 
least 3 mm (0.12 in). Five clearance holes of 20 mm (0.8 in) diameter 
are drilled in both strips to correspond with those in the mounting 
flange on the deformable face cladding sheet (see Sec. 586.17(c)).
    11. The heading ``Figures to Subpart C of 49 CFR Part 587'' is 
added immediately after the end of Sec. 587.19.
    12. Figures 1 through 5 are added at the end of Part 587 to read as 
follows:
BILLING CODE 4910-59-P

[[Page 17201]]

[GRAPHIC] [TIFF OMITTED] TR31MR00.003


[[Page 17202]]


[GRAPHIC] [TIFF OMITTED] TR31MR00.004


[[Page 17203]]


[GRAPHIC] [TIFF OMITTED] TR31MR00.005

[GRAPHIC] [TIFF OMITTED] TR31MR00.006


[[Page 17204]]


[GRAPHIC] [TIFF OMITTED] TR31MR00.007


    Issued on: March 28, 2000.
Rosalyn G. Millman,
Acting Administrator.
[FR Doc. 00-8009 Filed 3-30-00; 8:45 am]
BILLING CODE 4910-59-C