Highway Accident Report

8 15-Passenger Van Single-Vehicle Rollover Accidents, Henrietta, Texas, May 8, 2001, and Randleman, North Carolina, July 1, 2001

〔图〕插图

Highway Accident Report

NTSB/HAR-03/03

PB2003-916203

Notation 7567

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Highway Accident Report

Contents

Acronyms and Abbreviations $\ldots$ v

Executive Summary $\ldots$ vi

Factual $\ldots$ 1

Henrietta, Texas $\ldots$ 1

Accident Narrative $\ldots$ 1

Injuries $\ldots$ 3

Medical and Pathological Information $\ldots$ 3

Survival Aspects $\ldots$ 5

Emergency Response $\ldots$ 5

Driver Information $\ldots$ 6

Vehicle and Wreckage Information $\ldots$ 7

Highway Information $\ldots$ 13

Operational Information $\ldots$ 14

Meteorological Information $\ldots$ 16

Randleman, North Carolina $\ldots$ 16

Accident Narrative $\ldots$ 16

Injuries $\ldots$ 16

Medical and Pathological Information $\ldots$ 19

Survival Aspects $\ldots$ 20

Emergency Response $\ldots$ 21

Driver Information $\ldots$ 21

Vehicle and Wreckage Information $\ldots$ 22

Highway Information $\ldots$ 26

Operational Information $\ldots$ 26

Meteorological Information $\ldots$ 27

Tests and Research $\ldots$ 27

Simulation $\ldots$ 27

Independent Tire Examination $\ldots$ 30

Dynamic Vehicle Handling Tests $\ldots$ 30

Other Information $\ldots$ 32

Federal Regulations $\ldots$ 32

NHTSA“Consumer Advisory” $\ldots$ 33

Seat Belt Laws $\ldots$ 33

State Vehicle Safety Inspections $\ldots$ 34

Previous Recommendations $\ldots$ 34

$$ \text{Analysis} \ldots 38 $$

Accident Discussion $\ldots$ 38

Henrietta, Texas $\ldots$ 38

Randleman, North Carolina $\ldots$ 39

Vehicle Classification $\ldots$ 40

Training $\ldots$ 41

Occupant Protection $\ldots$ 44

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Highway Accident Report

Factual

Henrietta, Texas

Accident Narrative

On May 8, 2001, about 8:57 a.m., central daylight time, a 1993 Dodge Ram 15-passenger van was eastbound on U.S. Route 82 near Henrietta, Texas, en route from Burkburnett, Texas, to an outlet mall in Gainesville, Texas (see figure 1). Eleven passengers and a driver, all members of the First Assembly of God Church, occupied the van. As the van approached milepost 538 in the left lane, at a calculated speed $^{1}$ of 61 to 67 mph, the left rear tire experienced a tread separation and blowout; subsequently, the van departed the roadway and rolled over at least two times in the median, ejecting seven passengers before coming to final rest (see figure 2). The driver and three of the ejected passengers sustained fatal injuries, and eight passengers sustained serious injuries.

〔图〕OklahomaBurkburnettStarting point287Accident location2882Texas82Henrietta8182287GainesvilleDestination\n

Figure 1. Henrietta accident route.

Factual

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〔图〕DirectiontravelRim ringTireandfurrow marksEdge of pavemewestbound lanTire casingdebrigTirecasingdebrisEastboundU.S. Rout

Figure 2. Henrietta accident scene.

Factual

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According to the pastor of the church, a group of parishioners had scheduled a trip to the Texas Outlet Centers in Gainesville, Texas, one of about four trips the group makes each year. The church, which owned the van, provided transportation for the trips at no cost to the group members. The trip began at the church parking lot about 8:30 a.m. Gainesville is about 100 miles from Burkburnett, and the trip would have taken about 2 hours to complete. The van had traveled about 34 miles from the church when the accident occurred.

According to one passenger, she heard what she said was a sound “similar to a muffled gunshot,” and she believed that it was a tire blowout. She stated that as soon as she heard the noise, the vehicle began to swerve and then departed the roadway. A witness driving in the right lane at a witness-estimated distance of about 200 yards behind the accident van said that the van swerved left off the edge of the pavement and then returned to the road, but the back end of the van slid to the right and then off the left side of the road into the median before the van began to roll. This witness thought the van rolled “four or five times at least.” Another witness, traveling in the right lane approximately three vehicles behind the van, stated that he saw rubber come out from under the van when “it had a blowout.” He said that he saw the van brake and then it “bobbled” back and forth a few times before sliding into the median. This witness stated that “the vehicle rolled onto its right side and over, then end-to-end once, and then rolled over on its side two more times.”

Injuries

Table 1. Injuries.$^{2}$

Medical and Pathological Information

Four of the van passengers, including the driver, sustained fatal injuries as a result of the accident. The driver, who was wearing a lap/shoulder belt, sustained multiple skull fractures, brain avulsion,$^{3}$ bilateral lung contusions, fractured sternum, fractured right ribs

Factual

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1 through 7, fractured left clavicle, fractured left ribs 1 through 8, abraded contusions to the right hand and abrasions and lacerations of the left forearm and elbow. The fatally injured passenger in seat 3 (see figure 3) was ejected and sustained a large gaping laceration of the scalp; C1 and C2 vertebrae fractures with partial dislocation into the spinal canal and laceration of the spinal cord; spleen laceration; liver pulpification; laceration of the inferior vena cava; fractured right ribs 1 through 9; fractured left ribs 1 through 11; fractured right clavical, pelvis, left femur, left radius, and ulna; multiple abrasions; contusions; and lacerations. The fatally injured passenger in seat 9 was ejected and sustained a deep laceration to the right femoral region extending into the anterior right thigh and a large scalp laceration.$^{4}$ The fatally injured passenger in seat 12 was ejected and sustained a C2 vertebra fracture with partial dislocation into the spinal canal and transection of the spinal cord and medulla, liver lacerations, fractured right posterior pelvis, dislocation of the left femur head, and multiple contusions and abrasions.

〔图〕O23458679111012151314\n

Figure 3. Henrietta seating chart. (*ejected; shading indicates fatal injuries)

Factual

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went well and all patients were transported from the scene within 22 minutes of the dispatch call. The only issues for improvement discussed during the critique were the initial assessment of the severity of the accident and the response resources required. As a result, a review of the mutual aid plan was conducted.

Driver Information

At the time of the accident, the 62-year-old driver held a Texas class C, noncommercial driver's license, valid through July 8, 2005, with a corrective lens restriction. A review of Texas Department of Public Safety records revealed no traffic convictions or accidents.

A 72-hour history of the driver's activities was constructed based on an interview with the driver's husband and is shown in table 2.

Table 2. Henrietta van driver 72-hour history.

According to the driver's husband, the driver was familiar with the accident van; she had driven the 15-passenger van for the church for about 15 years. Her husband stated that prior to the accident, she had been driving the van at least once a week locally and drove on longer distance highway trips about six or seven times per year.

Factual

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Highway Accident Report

INFLATE TO 60 PSI.” The right front tire had sustained a circumferential cut along the outer shoulder and tread; otherwise, examination revealed no anomalies. The right rear tire exhibited circumferential scrubbing,$^{9}$ as well as soil or dirt and grass between the flange/bead seat and the tire.

〔图〕CrownButtressButtressSidewalSidsHeelHeelToeBead SeatBead SeaBead Areas\n

Figure 4. External tire diagram. Source: Michelin.

Factual

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Highway Accident Report

〔图〕插图

Figure 5. Left front tire tread groove cracking.

The left rear tire (see figure 6) sustained extensive damage to the inner and outer sidewalls and tread, exposing the body plies $^{10}$ and inner liner (see figure 7). The tire exhibited extensive circumferential cracking and deterioration of the sidewall and bead areas, which the manufacturer attributed to weather. Radial splits and abrasions were noted on the sidewalls, as was severe weather checking. The tread and belt components were partially detached from the tire. Where the bottom belt remained attached, it was separated from the body ply along the interior edge. A nail found embedded in the detached tread and top belt piece had not penetrated all components. Another puncture hole, extending through all components, was found. The inner liner was split radially.

Factual

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Highway Accident Report

〔图〕插图

Figure 6. Left rear tire.

〔图〕BELTSRADIAL BODY PLIESTREADSHOULDERBODYBUTTRESSCORDSINNERLINERBEAD AREASIDEWALLRIMWHITE LETTERSBEADFLANGE\n

Figure 7. Inner tire diagram. Source: Michelin.

Factual

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Interior. The van had driver and front passenger bucket seats, three rows with seating for three passengers each, and a fourth row with seating for four passengers. All four rows of passenger seats were intact.

Lap belts were attached to the seat frame for passengers in the middle and right aisle seats of the first three rows. Lap belts for two middle seats in the fourth row were attached to the floor behind the seat frame (see figure 8). A single bolt near the right seat frame pedestal base secured the two webbing straps with buckles to the floor for these two middle seats; the two webbing straps with latch plates were bolted to the floor near the left seat frame pedestal base. DaimlerChrysler Corporation (DaimlerChrysler) engineers stated that they were unable to determine why the anchorages had been designed in such a manner. As a result of this configuration for the fourth row lap belts, the two buckles were on the right side of the seat, and the two latch plates were on the left side of the seat (see figure 9); they had to cross one another in order to buckle the belts (see figure 10).

〔图〕J71:VPZ\n

Figure 8. Fourth row lap belt attachments.

Factual

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Highway Accident Report

〔图〕插图

Figure 9. Fourth row center lap belt configuration.

〔图〕18"915"\n

Figure 10. Fourth row center lap belts in use.

Factual

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Highway Accident Report

The roof of the van was deflected to the right and downward (see figures 11 and 12), damaging all the pillars that supported the roof. The pillar behind the driver was in contact with the headrest of the driver's seat and protruded 17 inches into the passenger compartment over the second row of seats. The roof shifted to the extent that the first and second rows of seats extended 16 inches beyond the edge of the roof, the third row extended 15 inches, and the fourth row extended 8 inches. The distance between the top of the seat and the roof at the point of maximum crush was 5.5 inches in the first row, 6 inches in the second row, 4 inches in the third row, and 5 inches in the fourth row. Investigators compared these measurements to those for an undamaged, exemplar 1999 Dodge Ram van, which had a distance between the seatback and the roof of 22 inches in the first row, 20 inches in the second row, 18 inches in the third row, and 18.5 inches in the fourth row.

〔图〕EURD\n

Figure 11. Henrietta van roof crush.

The front windshield and rear door windows were found outside the van at the accident scene. The driver and passenger window glazing was missing, as was the glazing on the three passenger windows on the driver's side and the glazing on the four passenger windows on the passenger side.

Highway Information

U.S. Route 82 in Texas is primarily a four-lane divided, controlled-access highway with exit and entrance ramps and a posted speed limit of 70 mph (daytime) and 65 mph (nighttime) at the accident location. The 12-foot-wide traffic lanes were divided by 4-inch wide pavement markings consisting of reflectorized painted white lines, approximately 12

Factual

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〔图〕ZA-TL\n

Figure 12. Front of Henrietta van.

feet long and spaced every 28 feet. Four-inch-square raised pavement markers (retroreflective delineators) were spaced 80 feet apart and were centered between every other painted white line. The lanes were separated from the shoulders by a 4-inch-wide white edgeline delineating the 10-foot-wide outside shoulder and a 4-inch-wide yellow edgeline delineating the 4-foot-wide inside shoulder. Each shoulder had milled rumble strips, 9 inches wide, 18 inches long, and 0.5 inch deep, spaced 6 inches apart and located 6 inches from the edge of the traffic lane. The eastbound and westbound traffic lanes were separated by a 120-foot-wide depressed earthen median at the accident location.

The average annual traffic volume was 18,000 vehicles in 1998 and 1999. From 1997 to 2002, the Texas Department of Transportation reported a total of 63 accidents on U.S. Route 82 in an area 2.5 miles in either direction from the accident site. Of these accidents, 39, or 62 percent, were single-vehicle accidents. According to the Texas Department of Transportation, rumble strips were installed in 2000 and single-vehicle accidents decreased thereafter to 13 (7 of which were not run-off-road accidents), or 48 percent, in 2001 and 2002.

The accident occurred near milepost 538 in the eastbound lanes of U.S. Route 82 in Clay County about 6 miles north of Henrietta. The van departed the left side of the asphaltic concrete road surface, crossed the asphalt shoulder, and rolled in the earthen median. Tire marks and pieces of tire casing were found on the roadway and shoulder leading up to the earthen median. Furrow marks and gouge marks continued in the median.

°

Factual

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Highway Accident Report

〔图〕RoanokeDestination15Virginia501Winston-SalemGreensboroDurhamAccidenlocationRandlemanRaleighNorthCarolina220FayettevilleS

Figure 13. Randleman accident route.

Factual

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〔图〕李月PavedshoulderVanPavedshoulderGouge markPavement edgeGrasscenter medianTire markzPavemenBeginning oftire markedge020406

Figure 14. Randleman accident scene.

Factual

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Highway Accident Report

Injuries

Table 3. Injuries.

Medical and Pathological Information

One passenger, who was in seat 5 (see figure 15) before being ejected, died in the hospital 4 days after the accident. She sustained a left front parietal $^{14}$ skin subdural hematoma, right temporal and parietal fractures, a diastic lambdaid $^{15}$ fracture, left temporal fracture, left basilar skull fracture, left petrous $^{16}$ fracture, left occipital fracture, and left orbital roof fracture.

The driver and three of the ejected passengers sustained serious injuries. The driver sustained a concussion, a left clavicle fracture, and left scalp laceration. The passenger in seat 8 sustained a brain laceration, open finger wound, open lateral abdomen wound, large deep shoulder abrasion and contusion, and multiple contusions. The passenger in seat 11 sustained a T7 vertebra compression fracture, a T12 vertebra Chance fracture,$^{17}$ an open occipital area laceration, and an elbow abrasion. The passenger in seat 15 sustained a basilar skull fracture; frontal bone fracture, including the left orbital roof into the anterior cranial fossa;$^{18}$ left maxillary fracture; diffuse axonal injury; cerebral contusion; left lower posterior calcaneal (heel bone) fracture; left periorbital contusion; and abrasions.

Eight passengers sustained minor injuries. The passenger in seat 2 sustained neck strain. The passenger in seat 3 sustained a left zygomatic contusion, left knee sprain, and knee abrasions. The passenger in seat 4 sustained left shoulder and left foot contusions. The passenger in seat 7 sustained abrasions to the right side of the face and right posterior shoulder and a small scalp laceration. The passenger in seat 9 sustained a right eye contusion and abrasions. The passenger in seat 10 sustained neck and back strains and multiple abrasions. The passenger in seat 12 sustained a right ulnar ligament sprain. The passenger in seat 13 sustained a scalp laceration. The passenger in seat 6 was uninjured.

Factual

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Highway Accident Report

〔图〕253467811*91012151314\n

Figure 15. Randleman seating chart. (*ejected; shading indicates fatal injury)

Survival Aspects

The driver was wearing the available lap/shoulder belt. The front-seat passenger said she was wearing the lap portion of the lap/shoulder belt and had the shoulder portion behind her back. All remaining seating positions were equipped with lap belts. None of the other passengers reported wearing their lap belts.

Some of the restraints (seats 5, 7, 9, 11, and either 13 or 14) were missing or had buckles that were inaccessible because they were within the seat bights.$^{19}$

Factual

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Highway Accident Report

Emergency Response

The Randolph County (North Carolina) Communications Center received a 911 cellular call at 2:31 p.m. Because the accident occurred outside Randleman city limits, the North Carolina Highway Patrol had jurisdiction over the investigation. The Randleman Fire Department was the first responder on scene at 2:38 p.m. Nine fire, police, and rescue departments responded to the accident scene. Six ambulances responded to transport passengers to local hospitals. One passenger was transported by air ambulance to the University of North Carolina Memorial Hospital in Chapel Hill, North Carolina; the air ambulance departed the scene at 3:24 p.m.

Driver Information

The 26-year-old driver held a Virginia driver's license valid through July 2005. A review of his driving history revealed a conviction for speeding in April 1998 and a personal injury accident in December 1998. The driver said he was familiar with the van and had about 5 years of experience driving a 15-passenger van for the church. He had driven the van on the same route about 2 weeks before the accident occurred.

The driver provided a 72-hour history (see table 4).

Table 4. Randleman van driver's 72-hour history.

No toxicological tests were performed on the driver because, according to law enforcement personnel on scene, they did not have reasonable suspicion that the driver was intoxicated or under the influence of an impairing substance. In North Carolina, law enforcement personnel are required to have “an articulable and reasonable suspicion” that a driver has operated a vehicle under the influence in order to request a toxicological test.

Factual

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Highway Accident Report

The right front tire exhibited extensive circumferential sidewall and tread groove cracking (see figure 16). Weather checking was evident along the outer sidewall from 1.75 inches above the rim into the tread area. Scrape marks were found on the rim flange. A 0.1875-inch deep radial split was found in the buttress, and a 0.625-inch long near-radial split was 0.75 inch from the rim flange. The body $plies^{22}$ were exposed due to missing tire material that measured approximately 0.5 inch long, 0.1875 inch wide, and 0.1875 inch deep.

〔图〕AFO\n

Figure 16. Right front tire sidewall cracking.

The left rear tire sustained extensive damage to the inner and outer sidewalls, tread, belts, and body plies (see figure 17). The tire exhibited extensive circumferential cracking and weather checking of the sidewall. The inner and outer beads were unseated from the wheel flanges and a 0.5-inch deep circumferential groove was found in the bead area. In another location, the bead area was cut or torn, exposing the body cords. Some sidewall rubber was missing and bare body cords were exposed. Multiple radial splits had breached the inner liner. A radial split was found in the sidewall rubber, and the rubber was not attached to the body cords. Radial splits were also found in the tread and buttress.

Factual

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Highway Accident Report

Portions of the tread and all three steel belts were partially detached. Bare body cords were visible in the tread and buttress areas.

〔图〕插图

Figure 17. Left rear tire.

The right rear tire exhibited circumferential scrubbing, as well as asphalt between the rim flange and the tire.

Interior. The driver and front passenger bucket seats were equipped with lap/shoulder belts. The first three rows could seat three passengers each. The fourth row could seat four passengers. The center of the seatbacks in all rows bowed rearward (see figure 18) due to accident damage. The outboard armrest was missing on the first row and broken on the second row. The roof deflected upward near the center of the van, extending longitudinally the entire length of the vehicle (see figure 19).

The fourth row center lap belts were configured similarly to those in the Henrietta accident van. The two center lap belt buckle webbing straps were attached to the floor with one bolt near the right seat frame pedestal base, and the two center latch plate webbing straps were attached to the floor with one bolt near the left seat frame pedestal base.

Factual

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Highway Accident Report

〔图〕插图

Figure 18. Bowed Randleman seatbacks.

〔图〕Croinic thoyghis bo\n

Figure 19. Randleman van damage.

°°

°

Factual

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measurements obtained from the accident van and an exemplar van,$^{24}$ as well as data from the Human Vehicle Environment (HVE) software.

The results of the vehicle dynamics simulation indicated that the initial speed of the van before the tire blowout was 67 mph. After the blowout, steering input to the right and then back to the left was required to match the physical evidence on the roadway. The steering toward the left and the resulting yaw would have caused the vehicle to depart the roadway at an angle of approximately 100° counterclockwise to the initial direction of travel prior to the tire failure. Simulations of the overturn sequence indicated that the vehicle completed at least two rolls before reaching final rest. For a depiction of the van at various stages of the overturn, see figure 20.

〔图〕spuoes 09-10p-0pUoas00-T=0.8 secondso eebep-110-degree rolspoooe6 0=11-2.0 secondso ibep380-dagree roT-0.4 seconds40 deg

Figure 20. Potential path of the van during the overturn; the time is based on the beginning of the rollover.

°°

Factual

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Highway Accident Report

sandbags to correlate with the known occupant weights and seating positions in the Henrietta accident. Measurements of the exemplar van showed that loading the van moved the center of gravity approximately 11 inches rearward, placing it about 10 inches behind of the centerline of the wheelbase. The professional driver was experienced in driving during tire blowouts. STL and Michelin determined that braking after the blowout would be dangerous, and the driver stated that he would be uncomfortable conducting the tests if he were required to brake. Table 5 summarizes the test scenarios.

Table 5. Dynamic testing scenarios.

*Factory-recommended.

**Henrietta accident van.

***The course was based on International Standards Organization standard 3888-1.

For the rapid air loss scenarios, the left rear tire (was the same tire that blew out in the Henrietta accident) was prepared with a driver-controlled explosive charge to simulate a blowout. For the tread/belt detachment, the left rear tire was prepared to facilitate a tread/belt separation near 75 mph. The driver was instructed to trigger the blowout when he heard the tread and belt begin to detach.

Results. Safety Board investigators determined the maximum lateral acceleration and peak speed attained during the testing. Table 6 shows these values.

Factual

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Table 6. Peak lateral forces and speed for each test.

*One G equals 32.2 feet per second squared (9.8 meters per second squared).

The professional driver stated that he did not have a problem controlling the van when executing either lane change maneuver during testing; he commented that the van seemed to “wallow” (behave in an ungainly manner) during the lane change maneuver when the tire pressures were low. During test 2, the blowout at 40 mph, the driver rated his ability to control the vehicle after the blowout as a 9 on a scale of 1 (completely out of control) to 10 (completely in control). During test 3 at 75 mph with underinflated tires, the van did not stay in its lane after the blowout, initially veering left until the driver countered by steering to the right. Safety Board staff observed side-to-side motion of the van body after the tire failure. The driver stated that “the rear of the van became loose” and said the key issue was not to oversteer, since any steering input was magnified. On a controllability scale of 1 to 10, the driver rated this test as a 5.

In test 4, with the tires inflated to the recommended pressures, the van veered to the left before the driver could counter by steering to the right, but the driver was able to maintain the van within its lane. The driver stated that the handling was better than during the previous test, but the vehicle remained sensitive to steering input, and tire pressure was a “significant” factor during the tests. The driver rated this run as a 7 for controllability. In tests 5 and 6, the van also veered left initially, but the driver was able to take corrective action and maintain the lane. He stated that tests 5 and 6 were comparable to the previous tests, except that the van pulled more toward the left when he took his foot off the gas. The driver said he preferred to keep his foot on the gas, but was comfortable taking it off, even though the vehicle tended to go left. Overall, the driver stated that steering input was key and that “any time you add steering, you lose some control.”

Other Information

Federal Regulations

Federal Motor Vehicle Safety Standards (FMVSSs) (49 CFR 571.3) define bus as a motor vehicle designed to carry more than 10 passengers. Based on this definition, a 12- or 15-passenger van is a bus and has to meet the FMVSSs applicable to buses.

Analysis

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Interior Surfaces

FMVSS 201, “Occupant Protection in Interior Impact,” specifies requirements for protecting occupants inside passenger cars, multipurpose vehicles, trucks, and buses that have a GVWR less than 4,536 kg (10,000 pounds); the requirements for upper interior components do not apply to buses, including 15-passenger vans, that have a GVWR greater than 3,860 kg (8,510 pounds). The requirements that apply to 15-passenger vans include those for instrument panels, seatbacks, interior compartment doors, sun visors, and armrests. Fifteen-passenger vans do not have to meet the phased-in requirement for upper interior components in passenger vehicles manufactured after September 1, 1998, which mandates that vehicles meet head injury criteria for impacts with the front header, rear header, side rails, sliding door track, all pillars, roof braces or stiffeners, and seat belt anchorages.

In both the Henrietta and Randleman accidents, occupants contacted and sustained injuries from one or more interior surfaces that are required to be protected in passenger vehicles but not in 15-passenger vans. The front passenger in the Henrietta accident was restrained by a lap/shoulder belt but sustained injuries due to contact with the interior roof and B-pillar during the rollover sequence. Four passengers in the Henrietta accident were seated on the left side of the vehicle (seats 3, 6, 9, and 12). A possible source of their injuries prior to ejection was deceleration into the noncrash-protected interior surfaces, including the roof, exposed window frame, and collapsed sidewalls, during the initial rollover and subsequent roof crush. Two passengers in the Henrietta van (seats 5 and 14) were unbelted but remained inside the vehicle, and both sustained serious injuries. The passenger in seat 14, for example, sustained a first rib fracture, which is rare unless extreme force is applied to the upper torso.$^{40}$ The injuries to these passengers most likely resulted from contact with interior vehicle components, roof crush deformation into the survivable space of the vehicle compartment, or striking or being struck by other occupants during the rollover.

While restraint use in rollovers increases an occupant's chance of survival by preventing ejections, seat belts cannot prevent head contact with the adjacent roof or window.$^{41}$ The most frequent harmful contact points for nonejected occupants are the roof, pillars, rails, and headers (28.1 percent combined).$^{42}$ Therefore, vehicles need to be designed with impact protection to minimize injuries when an individual's head strikes the roof or windows.

The Henrietta and Randleman accident vans did not afford passengers the occupant-protected surfaces that passenger cars would have provided. The Safety Board concludes that during the rollover sequences in the Henrietta and Randleman accidents,

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Recommendations

To the National Highway Traffic Safety Administration:

In cooperation with the Federal Motor Carrier Safety Administration, revise your definitions of buses and commercial motor vehicles to apply consistently to 12- and 15-passenger vans, taking into account the unique operating characteristics and multiple functions of these vans. (H-03-12)

In cooperation with the American Driver and Traffic Safety Education Association, the National Safety Council, the American Automobile Association, General Motors Corporation, and Ford Motor Company, develop a training program that incorporates the skills required for safe operation of 12- and 15-passenger vans and addresses the consequences of unsafe operation, including, but not limited to, operating in a fully loaded condition, emergency braking, high-speed lane changes, tire blowouts, and tire pressure and maintenance. (H-03-13)

Include 12- and 15-passenger vans in Federal Motor Vehicle Safety Standard 201, Section 6, “Requirements for Upper Interior Component Protection.” (H-03-14)

Include 12- and 15-passenger vans in your upcoming rulemaking that will require lap/shoulder belts at all center seats. (H-03-15)

Include 12- and 15-passenger vans in Federal Motor Vehicle Safety Standard 216, “Roof Crush Resistance,” to minimize the extent to which survivable space is compromised in the event of a rollover accident. (H-03-16)

In developing long-term performance requirements for tire pressure monitoring systems, adopt more stringent detection standards than 25 or 30 percent below manufacturer-recommended levels, since pressures at those levels can have an adverse effect on the handling of vehicles, such as 12- and 15-passenger vans. (H-03-17)

To Federal Motor Carrier Safety Administration:

In cooperation with the National Highway Traffic Safety Administration, revise your definitions of buses and commercial motor vehicles to apply consistently to 12- and 15-passenger vans, taking into account the unique operating characteristics and multiple functions of these vans. (H-03-18)

〔图〕插图

Time = 0.0 seconds (~13° rotation)

〔图〕插图

Time = 0.4 seconds (~40° rotation)

〔图〕插图

Time = 0.8 seconds (~110° rotation)

〔图〕插图

Time = 1.3 seconds (~220° rotation)

〔图〕插图

Time = 2.0 seconds (~380° rotation)

〔图〕插图

Time = 3.05 seconds (~420° rotation)

Figure 1. A series of still images illustrating the occupant kinematics for Run One in the actual restraint condition at various stages of the rollover.

〔图〕插图

Time = 0.0 seconds (13° rotation)

〔图〕插图

Time = 0.4 seconds (46° rotation)

〔图〕插图

Time = 0.8 seconds (146° rotation)

〔图〕插图

Time = 1.3 seconds (327° rotation)

〔图〕插图

Time = 2.0 seconds (463° rotation)

Figure 2. A series of still images illustrating the occupant kinematics for Run Two in the actual restraint condition at various stages of the rollover.

〔图〕插图

Time = 0.0 seconds (13° rotation)

〔图〕插图

Time = 0.4 seconds (82° rotation)

〔图〕插图

Time = 0.8 seconds (203° rotation)

〔图〕插图

Time = 1.3 seconds (382° rotation)

〔图〕插图

Time = 2.0 seconds (450° rotation)

Figure 3. A series of still images illustrating the occupant kinematics for Run Three in the actual restraint condition at various stages of the rollover.

〔图〕插图

Time = 0.0 seconds (13° rotation)

〔图〕插图

Time = 0.4 seconds (84° rotation)

〔图〕插图

Time = 0.8 seconds (205° rotation)

〔图〕插图

Time = 1.3 seconds (390° rotation)

〔图〕插图

Time = 2.0 seconds (529° rotation)

Figure 4. A series of still images illustrating the occupant kinematics for Run Four in the actual restraint condition at various stages of the rollover.

〔图〕插图

Time = 0.0 seconds (~13° rotation)

〔图〕插图

Time = 0.4 seconds (~40° rotation)

〔图〕插图

Time = 0.8 seconds (~110° rotation)

〔图〕插图

Time = 1.3 seconds (~220° rotation)

〔图〕插图

Time = 2.0 seconds (~380° rotation)

Figure 5. A series of still images illustrating the occupant kinematics in the lap-belted condition at various stages of the rollover.

〔图〕插图

Time = 0.0 seconds (~13° rotation)

〔图〕插图

Time = 0.4 seconds (~40° rotation)

〔图〕插图

Time = 0.8 seconds (~110° rotation)

〔图〕插图

Time = 1.3 seconds (~220° rotation)

〔图〕插图

Time = 2.0 seconds (~380° rotation)

Figure 6. A series of still images illustrating the occupant kinematics in the lap/shoulder-belted condition at various stages of the rollover.

§571.201

49 CFR Ch. V (10-1-02 Edition)

[67 FR 38746, June 5, 2002]

§571.201 Standard No. 201; Occupant protection in interior impact.

S1. Purpose and scope. This standard specifies requirements to afford impact protection for occupants.

S2. Application. This standard applies to passenger cars and to multipurpose passenger vehicles, trucks, and buses with a GVWR of 4,536 kilograms or less, except that the requirements of S6 do not apply to buses with a GVWR of more than 3,860 kilograms.

S3. Definitions.

A-pillar means any pillar that is entirely forward of a transverse vertical plane passing through the seating reference point of the driver's seat.

Ambulance means a motor vehicle designed exclusively for the purpose of emergency medical care, as evidenced by the presence of a passenger compartment to accommodate emergency medical personnel, one or more patients on litters or cots, and equipment and supplies for emergency care at a location or during transport.

B-pillar means the forwardmost pillar on each side of the vehicle that is, in whole or part, rearward of a transverse vertical plane passing through the seating reference point of the driver's seat, unless there is only one pillar rearward of that plane and it is also a rearmost pillar.

Brace means a fixed diagonal structural member in an open body vehicle that is used to brace the roll-bar and that connects the roll-bar to the main body of the vehicle structure.

Convertible means a vehicle whose Apillars are not joined with the B-pillars (or rearmost pillars) by a fixed, rigid structural member.

Convertible roof frame means the frame of a convertible roof.

Convertible roof linkage mechanism means any anchorage, fastener, or device necessary to deploy a convertible roof frame.

Daylight opening means, for openings on the side of the vehicle, other than a door opening, the locus of all points where a horizontal line, perpendicular to the vehicle longitudinal centerline, is tangent to the periphery of the opening. For openings on the front and rear of the vehicle, other than a door open-

ing, daylight opening means the locus of all points where a horizontal line, parallel to the vehicle longitudinal centerline, is tangent to the periphery of the opening. If the horizontal line is tangent to the periphery at more than one point at any location, the most inboard point is used to determine the daylight opening.

Door opening means, for door openings on the side of the vehicle, the locus of all points where a horizontal line, perpendicular to the vehicle longitudinal centerline, is tangent to the periphery of the side door opening. For door openings on the back end of the vehicle, door opening means the locus of all points where a horizontal line, parallel to the vehicle longitudinal centerline, is tangent to the periphery of the back door opening. If the horizontal line is tangent to the periphery at more than one point at any location, the most inboard point is the door opening.

Dynamically deployed upper interior head protection system means a protective device or devices which are integrated into a vehicle and which, when activated by an impact, provide, through means requiring no action from occupants, protection against head impacts with upper interior structures and components of the vehicle in crashes.

Forehead impact zone means the part of the free motion headform surface area that is determined in accordance with the procedure set forth in S8.10.

Free motion headform means a test device which conforms to the specifications of part 572, subpart L of this chapter.

Mid-sagittal plane of a dummy means a longitudinal vertical plane passing through the seating reference point of a designated seating position.

Motor Home means a motor vehicle with motive power that is designed to provide temporary residential accommodations, as evidenced by the presence of at least four of the following facilities: Cooking; refrigeration or ice box; self-contained toilet; heating and/or air conditioning; a potable water supply system including a faucet and a sink; and a separate 110-125 volt electrical power supply and/or an LP gas supply.

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§571.201

Other pillar means any pillar which is not an A-pillar, a B-pillar, or a rear-most pillar.

Pillar means any structure, excluding glazing and the vertical portion of door window frames, but including accompanying moldings, attached components such as safety belt anchorages and coat hooks, which:

(1) Supports either a roof or any other structure (such as a roll-bar) that is above the driver's head, or

(2) Is located along the side edge of a window.

Roll-bar means a fixed overhead structural member, including its vertical support structure, that extends from the left to the right side of the passenger compartment of any open body vehicles and convertibles. It does not include a header.

Seat belt anchorage means any component involved in transferring seat belt loads to the vehicle structure, including, but not limited to, the attachment hardware, but excluding webbing or straps, seat frames, seat pedestals, and the vehicle structure itself, whose failure causes separation of the belt from the vehicle structure.

Sliding door track means a track structure along the upper edge of a side door opening that secures the door in the closed position and guides the door when moving to and from the open position.

Stiffener means a fixed overhead structural member that connects one roll-bar to another roll-bar or to a header of any open body vehicle or convertible.

Upper roof means the area of the vehicle interior that is determined in accordance with the procedure set forth in S8.15.

Windshield trim means molding of any material between the windshield glazing and the exterior roof surface, including material that covers a part of either the windshield glazing or exterior roof surface.

S4 Requirements

S4.1 Except as provided in S4.2, each vehicle shall comply with either:

(a) The requirements specified in S5, or,

(b) The requirements specified in S5 and S6.

S4.2 Vehicles manufactured on or after September 1, 1998 shall comply with the requirements of S5 and S6.

S5 Requirements for instrument panels, seat backs, interior compartment doors, sun visors, and armrests. Each vehicle shall comply with the requirements specified in S5.1 through S5.5.2.

S5.1 Instrument panels. Except as provided in S5.1.1, when that area of the instrument panel that is within the head impact area is impacted in accordance with S5.1.2 by a 6.8 kilogram, 165 mm diameter head form at—

(a) A relative velocity of 24 kilometers per hour for all vehicles except those specified in paragraph (b) of this section,

(b) A relative velocity of 19 kilometers per hour for vehicles that meet the occupant crash protection requirements of S5.1 of 49 CFR 571.208 by means of inflatable restraint systems and meet the requirements of S4.1.5.1(a)(3) by means of a Type 2 seat belt assembly at the right front designated seating position, the deceleration of the head form shall not exceed 80 g continuously for more than 3 milliseconds.

S5.1.1 The requirements of S5.1 do not apply to:

(a) Console assemblies;

(b) Areas less than 125 mm inboard from the juncture of the instrument panel attachment to the body side inner structure;

(c) Areas closer to the windshield juncture than those statically contactable by the head form with the windshield in place;

(d) Areas outboard of any point of tangency on the instrument panel of a 165 mm diameter head form tangent to and inboard of a vertical longitudinal plane tangent to the inboard edge of the steering wheel; or

(e) Areas below any point at which a vertical line is tangent to the rearmost surface of the panel.

S5.1.2 Demonstration procedures. Tests shall be performed as described in Society of Automotive Engineers Recommended Practice J921, "Instrument Panel Laboratory Impact Test Procedure," June 1965, using the specified instrumentation or instrumentation that meets the performance requirements specified in Society of

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49 CFR Ch. V (10-1-02 Edition)

Automotive Engineers Recommended Practice J977, “Instrumentation for Laboratory Impact Tests,” November 1966, except that:

(a) The origin of the line tangent to the instrument panel surface shall be a point on a transverse horizontal line through a point 125 mm horizontally forward of the seating reference point of the front outboard passenger designated seating position, displaced vertically an amount equal to the rise which results from a 125 mm forward adjustment of the seat or 19 mm; and

(b) Direction of impact shall be either:

(1) In a vertical plane parallel to the vehicle longitudinal axis; or

(2) In a plane normal to the surface at the point of contact.

S5.2 Seat Backs. Except as provided in S5.2.1, when that area of the seat back that is within the head impact area is impacted in accordance with S5.2.2 by a 6.8 kilogram, 165 mm diameter head form at a relative velocity of 24 kilometers per hour, the deceleration of the head form shall not exceed 80g continuously for more than 3 milliseconds.

S5.2.1 The requirements of S5.2 do not apply to seats installed in school buses which comply with the requirements of Standard No. 222, School Bus Passenger Seating and Occupant Protection (49 CFR 571.222) or to rearmost side-facing, back-to-back, folding auxiliary jump, and temporary seats.

S5.2.2 Demonstration procedures. Tests shall be performed as described in Society of Automotive Engineers Recommended Practice J921, “Instrument Panel Laboratory Impact Test Procedure,” June 1965, using the specified instrumentation of instrumentation that meets the performance requirements specified in Society of Automotive Engineers Recommended Practice J977, “Instrumentation for Laboratory Impact Tests,” November 1966, except that:

(a) The origin of the line tangent to the uppermost seat back frame component shall be a point on a transverse horizontal line through the seating reference point of the right rear designated seating position, with adjustable forward seats in their rearmost design driving position and reclinable

forward seat backs in their nominal design driving position;

(b) Direction of impact shall be either:

(1) In a vertical plane parallel to the vehicle longitudinal axis; or

(2) In a plane normal to the surface at the point of contact.

(c) For seats without head restraints installed, tests shall be performed for each individual split or bucket seat back at points within 100 mm left and right of its centerline, and for each bench seat back between points 100 mm outboard of the centerline of each outboard designated seating position;

(d) For seats having head restraints installed, each test shall be conducted with the head restraints in place at its lowest adjusted position, at a point on the head restraint centerline; and

(e) For a seat that is installed in more than one body style, tests conducted at the fore and aft extremes identified by application of subparagraph (a) shall be deemed to have demonstrated all intermediate conditions.

S5.3 Interior compartment doors. Each interior compartment door assembly located in an instrument panel, console assembly, seat back, or side panel adjacent to a designated seating position shall remain closed when tested in accordance with either S5.3.1(a) and S5.3.1(b) or S5.3.1(a) and S5.3.1(c). Additionally, any interior compartment door located in an instrument panel or seat back shall remain closed when the instrument panel or seat back is tested in accordance with S5.1 and S5.2. All interior compartment door assemblies with a locking device must be tested with the locking device in an unlocked position.

S5.3.1 Demonstration procedures.

(a) Subject the interior compartment door latch system to an inertia load of 10g in a horizontal transverse direction and an inertia load of 10g in a vertical direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b, “Passenger Car Side Door Latch Systems,” May 1965, or an approved equivalent.

(b) Impact the vehicle perpendicularly into a fixed collision barrier at a forward longitudinal velocity of 48 kilometers per hour.

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(c) Subject the interior compartment door latch system to a horizontal inertia load of 30g in a longitudinal direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b, “Passenger Car Side Door Latch Systems,” May 1965, or an approved equivalent.

S5.4 Sun visors.

S5.4.1 A sun visor that is constructed of or covered with energy-absorbing material shall be provided for each front outboard designated seating position.

S5.4.2 Each sun visor mounting shall present no rigid material edge radius of less than 3.2 mm that is statically contactable by a spherical 165 mm diameter head form.

S5.5 Armrests.

S5.5.1 General. Each installed armrest shall conform to at least one of the following:

(a) It shall be constructed with energy-absorbing material and shall deflect or collapse laterally at least 50 mm without permitting contact with any underlying rigid material.

(b) It shall be constructed with energy-absorbing material that deflects or collapses to within 32 mm of a rigid test panel surface without permitting contact with any rigid material. Any rigid material between 13 and 32 mm from the panel surface shall have a minimum vertical height of not less than 25 mm.

(c) Along not less than 50 continuous mm of its length, the armrest shall, when measured vertically in side elevation, provide at least 50 mm of coverage within the pelvic impact area.

S5.5.2 Folding armrests. Each armrest that folds into the seat back or between two seat backs shall either:

(a) Meet the requirements of S5.5.1; or

(b) Be constructed of or covered with energy-absorbing material.

S6 Requirements for upper interior components.

S6.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 2002. Except as provided in S6.3, for vehicles manufactured on or after September 1, 1998 and before September 1, 2002, a percentage of the manufacturer's production, as specified in S6.1.1, S6.1.2, S6.1.3, or S6.1.4, shall conform,

at the manufacturer's option, to either S6.1(a) or S6.1(b). The manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle.

(a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10.

(b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows:

(1) Targets that are not located over any point inside the area measured along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that can not be located by using the procedures of S10.

(2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that can not be located using the procedures of S10.

(3) Each vehicle shall, when equipped with a dummy test device specified in Part 572, Subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of

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49 CFR Ch. V (10-1-02 Edition)

254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph).

S6.1.1 Phase-in Schedule #1

S6.1.1.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999. Subject to S6.1.5(a), for vehicles manufactured by a manufacturer on or after September 1, 1998 and before September 1, 1999, the amount of vehicles complying with S7 shall be not less than 10 percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or

(b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999.

S6.1.1.2 Vehicles manufactured on or after September 1, 1999 and before September 1, 2000. Subject to S6.1.5(b), for vehicles manufactured by a manufacturer on or after September 1, 1999 and before September 1, 2000, the amount of vehicles complying with S7 shall be not less than 25 percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or

(b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000.

S6.1.1.3 Vehicles manufactured on or after September 1, 2000 and before September 1, 2001. Subject to S6.1.5(c), for vehicles manufactured by a manufacturer on or after September 1, 2000 and before September 1, 2001, the amount of vehicles complying with S7 shall be not less than 40 percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or

(b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001.

Š6.1.1.4 Vehicles manufactured on or after September 1, 2001 and before September 1, 2002. Subject to S6.1.5(d), for vehicles manufactured by a manufacturer on or after September 1, 2001 and before September 1, 2002, the amount of vehicles complying with S7 shall be not less than 70 percent of:

(a) The manufacturer's average annual production of vehicles manufac-

tured on or after September 1, 1999 and before September 1, 2002, or

(b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002.

S6.1.2 Phase-in Schedule #2

S6.1.2.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999. Subject to S6.1.5(a), for vehicles manufactured by a manufacturer on or after September 1, 1998 and before September 1, 1999, the amount of vehicles complying with S7 shall be not less than seven percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or

(b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999.

S6.1.2.2 Vehicles manufactured on or after September 1, 1999 and before September 1, 2000. Subject to S6.1.5(b), for vehicles manufactured by a manufacturer on or after September 1, 1999 and before September 1, 2000, the amount of vehicles complying with S7 shall be not less than 31 percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or

(b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000.

$6.1.2.3 Vehicles manufactured on or after September 1, 2000 and before September 1, 2001. Subject to $6.1.5(c), for vehicles manufactured by a manufacturer on or after September 1, 2000 and before September 1, 2001, the amount of vehicles complying with S7 shall be not less than 40 percent of:

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or

(b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001.

§6.1.2.4 Vehicles manufactured on or after September 1, 2001 and before September 1, 2002. Subject to S6.1.5(d), for vehicles manufactured by a manufacturer on or after September 1, 2001 and before September 1, 2002, the amount of vehicles complying with S7 shall be not less than 70 percent of:

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§571.201

(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1999 and before September 1, 2002, or

(b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002.

S6.1.3 Phase-in Schedule #3

S6.1.3.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999 are not required to comply with the requirements specified in S7.

S6.1.3.2 Vehicles manufactured on or after September 1, 1999 shall comply with the requirements specified in S7.

S6.1.4 Phase-in Schedule #4 A final stage manufacturer or alterer may, at its option, comply with the requirements set forth in S6.1.4.1 and S6.1.4.2.

S6.1.4.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 2003 are not required to comply with the requirements specified in S7.

S6.1.4.2 Vehicles manufactured on or after September 1, 2003 shall comply with the requirements specified in S7.

S6.1.5 Calculation of complying vehicles.

(a) For the purposes of complying with S6.1.1.1 or S6.1.2.1, a manufacturer may count a vehicle if it is manufactured on or after May 8, 1997, but before September 1, 1999.

(b) For the purposes of complying with S6.1.1.2 or S6.1.2.2, a manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8, 1997, but before September 1, 2000, and

(2) Is not counted toward compliance with S6.1.1.1 or S6.1.2.1, as appropriate.

(c) For the purposes of complying with S6.1.1.3 or S6.1.2.3, a manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8, 1997, but before September 1, 2001, and

(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.2.1, or S6.1.2.2, as appropriate.

(d) For the purposes of complying with S6.1.1.4 or S6.1.2.4, a manufacturer may count a vehicle if it:

(1) Is manufactured on or after May 8, 1997, but before September 1, 2002, and

(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.1.3, S6.1.2.1, S6.1.2.2, or S6.1.2.3, as appropriate.

S6.1.6 Vehicles produced by more than one manufacturer.

S6.1.6.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S6.1.1 through S6.1.4, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S6.1.6.2.

(a) A vehicle which is imported shall be attributed to the importer.

(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.

S6.1.6.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 589, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.1.6.1.

S6.2 Vehicles manufactured on or after September 1, 2002. Except as provided in S6.3, vehicles manufactured on or after September 1, 2002 shall, when tested under the conditions of S8, conform, at the manufacturer's option, to either S6.2(a) or S6.2(b). The manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle.

(a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10.

(b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows:

(1) Targets that are not located over any point inside the area measured

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49 CFR Ch. V (10-1-02 Edition)

along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that cannot be located by using the procedures of S10.

(2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that cannot be located using the procedures of S10.

(3) Each vehicle shall, when equipped with a dummy test device specified in Part 572, Subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of 254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph).

S6.3 A vehicle need not meet the requirements of S6.1 through S6.2 for:

(a) Any target located on a convertible roof frame or a convertible roof linkage mechanism.

(b) Any target located rearward of a vertical plane 600 mm behind the seating reference point of the rearmost designated seating position.

(c) Any target located rearward of a vertical plane 600 mm behind the seating reference point of the driver's seating position in an ambulance or a motor home.

(d) Any target in a walk-in van-type vehicles.

S7 Performance Criterion. The HIC(d) shall not exceed 1000 when calculated in accordance with the following formula:

$$ \text{HIC} = \left[ \frac{1}{(t_2 - t_1)} \int_{t_1}^{t_2} \mathrm{adt} \right]^{2.5} (t_2 - t_1) $$

Where the term $a$ is the resultant head acceleration expressed as a multiple of $g$ (the acceleration of gravity), and $t1$ and $t2$ are any two points in time during the impact which are separated by not more than a 36 millisecond time interval.

(a) For the free motion headform; HIC(d)=0.75446 (free motion headform HIC)+166.4.

(b) For the part 572, subpart M, anthropomorphic test dummy; HIC(d)=HIC.

S8 Target location and test conditions. The vehicle shall be tested and the targets specified in S10 located under the following conditions.

S8.1 Vehicle test attitude.

(a) The vehicle is supported off its suspension at an attitude determined in accordance with S8.1(b).

(b) Directly above each wheel opening, determine the vertical distance between a level surface and a standard reference point on the test vehicle's body under the conditions of S8.1(b)(1) through S8.1(b)(3).

(1) The vehicle is loaded to its unloaded vehicle weight, plus its rated cargo and luggage capacity or 136 kg, whichever is less, secured in the luggage area. The load placed in the cargo area is centered over the longitudinal centerline of the vehicle.

(2) The vehicle is filled to 100 percent of all fluid capacities.

(3) All tires are inflated to the manufacturer's specifications listed on the vehicle's tire placard.

S8.2 Windows and Sunroofs.

(a) Movable vehicle windows are placed in the fully open position.

(b) For testing, any window on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be removed.

(c) For testing, movable sunroofs are placed in the fully open position.

S8.3 Convertible tops. The top, if any, of convertibles and open-body type vehicles is in the closed passenger compartment configuration.

S8.4 Doors.

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(a) Except as provided in S8.4(b) or S8.4(c), doors, including any rear hatchback or tailgate, are fully closed and latched but not locked.

(b) During testing, any side door on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be open or removed.

(c) During testing, any rear hatchback or tailgate may be open or removed for testing any target except targets on the rear header, rearmost pillars, or the rearmost other side rail on either side of the vehicle.

S8.5 Sun visors. Each sun visor shall be placed in any position where one side of the visor is in contact with the vehicle interior surface (windshield, side rail, front header, roof, etc.).

S8.6 Steering wheel and seats.

(a) During targeting, the steering wheel and seats may be placed in any position intended for use while the vehicle is in motion.

(b) During testing, the steering wheel and seats may be removed from the vehicle.

S8.7 Seat belt anchorages. If a target is on a seat belt anchorage, and if the seat belt anchorage is adjustable, tests are conducted with the anchorage adjusted to a point midway between the two extreme adjustment positions. If the anchorage has distinct adjustment positions, none of which is midway between the two extreme positions, tests are conducted with the anchorage adjusted to the nearest position above the midpoint of the two extreme positions.

S8.8 Temperature and humidity.

(a) The ambient temperature is between 19 degrees C. and 26 degrees C., at any relative humidity between 10 percent and 70 percent.

(b) Tests are not conducted unless the headform specified in S8.9 is exposed to the conditions specified in S8.8(a) for a period not less than four hours.

S8.9 Headform. The headform used for testing conforms to the specifications of part 572, subpart L of this chapter.

S8.10 Forehead impact zone. The forehead impact zone of the headform is determined according to the procedure specified in (a) through (f).

(a) Position the headform so that the baseplate of the skull is horizontal. The midsagittal plane of the headform is designated as Plane S.

(b) From the center of the threaded hole on top of the headform, draw a 69 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point P. From Point P, draw a 100 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point O.

(c) Draw a 125 mm line which is coincident with a horizontal plane along the contour of the outer skin of the forehead from left to right through Point O so that the line is bisected at Point O. The end of the line on the left side of the headform is designated as Point a and the end on the right as Point b.

(d) Draw another 125 mm line which is coincident with a vertical plane along the contour of the outer skin of the forehead through Point P so that the line is bisected at Point P. The end of the line on the left side of the headform is designated as Point c and the end on the right as Point d.

(e) Draw a line from Point a to Point c along the contour of the outer skin of the headform using a flexible steel tape. Using the same method, draw a line from Point b to Point d.

(f) The forehead impact zone is the surface area on the FMH forehead bounded by lines a-O-b and c-P-d, and a-c and b-d.

S8.11 Target circle. The area of the vehicle to be impacted by the headform is marked with a solid circle 12.7 mm in diameter, centered on the targets specified in S10, using any transferable opaque coloring medium.

S8.12 Location of head center of gravity.

(a) Location of head center of gravity for front outboard designated seating positions (CG-F). For determination of head center of gravity, all directions are in reference to the seat orientation.

(1) Location of rearmost CG-F (CG-F2). For front outboard designated seating positions, the head center of gravity with the seat in its rearmost normal

§571.201

design driving or riding position (CG-F2) is located 160 mm rearward and 660 mm upward from the seating reference point.

(2) Location of forwardmost CG-F (CG-F1). For front outboard designated seating positions, the head center of gravity with the seat in its forwardmost adjustment position (CG-F1) is located horizontally forward of CG-F2 by the distance equal to the fore-aft distance of the seat track.

(b) Location of head center of gravity for rear outboard designated seating positions (CG-R). For rear outboard designated seating positions, the head center of gravity (CG-R) is located 160 mm rearward, relative to the seat orientation, and 660 mm upward from the seating reference point.

S8.13 Impact configuration.

S8.13.1 The headform is launched from any location inside the vehicle which meets the conditions of S8.13.4. At the time of launch, the midsagittal plane of the headform is vertical and the headform is upright.

S8.13.2 The headform travels freely through the air, along a velocity vector that is perpendicular to the headform's skull cap plate, not less than 25 mm before making any contact with the vehicle.

S8.13.3 At the time of initial contact between the headform and the vehicle interior surface, some portion of the forehead impact zone of the headform must contact some portion of the target circle.

S8.13.4 Approach Angles. The headform launching angle is as specified in Table 1. For components for which Table 1 specifies a range of angles, the headform launching angle is within the limits determined using the procedures specified in S8.13.4.1 and S8.13.4.2, and within the range specified in Table I, using the orthogonal reference system specified in S9.

TABLE 1.—APPROACH ANGLE LIMITS

49 CFR Ch. V (10-1-02 Edition)

TABLE 1.—APPROACH ANGLE LIMITS—Continued

S8.13.4.1 Horizontal Approach Angles for Headform Impacts.

(a) Left A-Pillar Horizontal Approach Angles.

(1) Locate a line formed by the shortest horizontal distance between CG-F1 for the left seat and the right A-pillar. The maximum horizontal approach angle for the left A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.

(2) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left A-pillar. The minimum horizontal approach angle for the left A-pillar impact equals the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.

(b) Right A-Pillar Horizontal Approach Angles.

(1) Locate a line formed by the shortest horizontal distance between CG-F1 for the right seat and the left A-pillar. The minimum horizontal approach angle for the right A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.

(2) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right A-pillar. The maximum horizontal approach angle for the right A-pillar impact equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise.

(c) Left B-Pillar Horizontal Approach Angles.

(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left B-pillar.

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The maximum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counter-clockwise, or 270 degrees, whichever is greater.

(2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left B-pillar. The minimum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counter-clockwise.

(d) Right B-Pillar Horizontal Approach Angles.

(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right B-pillar. The minimum horizontal approach angle for the right B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less.

(2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right B-pillar. The maximum horizontal approach angle for the right B-pillar equals the angle between that line and the X-axis of the vehicle measured counterclockwise.

S8.13.4.2 Vertical Approach Angles

(a) Position the forehead impact zone in contact with the selected target at the prescribed horizontal approach angle. If a range of horizontal approach angles is prescribed, position the forehead impact zone in contact with the selected target at any horizontal approach angle within the range which may be used for testing.

(b) Keeping the forehead impact zone in contact with the target, rotate the FMH upward until the lip, chin or other part of the FMH contacts the component or other portion of the vehicle interior.

(1) Except as provided in S8.13.4.2(b)(2), keeping the forehead impact zone in contact with the target, rotate the FMH downward by 5 degrees for each target to determine the maximum vertical angle.

(2) For all pillars except A-Pillars, keeping the forehead impact zone in contact with the target, rotate the FMH downward by 10 degrees for each

target to determine the maximum vertical angle.

S8.14 Multiple impacts.

(a) A vehicle being tested may be impacted multiple times, subject to the limitations in S8.14 (b) and (c).

(b) As measured as provided in S8.14(d), impacts within 300 mm of each other may not occur less than 30 minutes apart.

(c) As measured as provided in S8.14(d), no impact may occur within 150 mm of any other impact.

(d) For S8.14(b) and S8.14(c), the distance between impacts is the distance between the centers of the target circle specified in S8.11 for each impact, measured along the vehicle interior.

S8.15 Upper Roof. The upper roof of a vehicle is determined according to the procedure specified in S8.15 (a) through (h).

(a) Locate the transverse vertical plane A at the forwardmost point where it contacts the interior roof (including trim) at the vehicle centerline.

(b) Locate the transverse vertical plane B at the rearmost point where it contacts the interior roof (including trim) at the vehicle centerline.

(c) Measure the horizontal distance (D1) between Plane A and Plane B.

(d) Locate the vertical longitudinal plane C at the leftmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim).

(e) Locate the vertical longitudinal plane D at the rightmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim).

(f) Measure the horizontal distance (D2) between Plane C and Plane D.

(g) Locate a point (Point M) on the interior roof surface, midway between Plane A and Plane B along the vehicle longitudinal centerline.

(h) The upper roof zone is the area of the vehicle upper interior surface bounded by the four planes described in S8.15(h)(1) and S8.15(h)(2):

(1) A transverse vertical plane E located at a distance of (.35 D1) forward of Point M and a transverse vertical

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plane F located at a distance of (.35 D1) rearward of Point M, measured horizontally.

(2) A longitudinal vertical plane G located at a distance of (.35 D2) to the left of Point M and a longitudinal vertical plane H located at a distance of (.35 D2) to the right of Point M, measured horizontally.

S8.16 Test weight—vehicle to pole test. Each vehicle shall be loaded to its unloaded vehicle weight, plus 136 kilograms (300 pounds) or its rated cargo and luggage capacity (whichever is less), secured in the luggage or load-carrying area, plus the weight of the necessary anthropomorphic test dummy. Any added test equipment shall be located away from impact areas in secure places in the vehicle.

S8.17 Vehicle test attitude—vehicle to pole test. Determine the distance between a level surface and a standard reference point on the test vehicle's body, directly above each wheel opening, when the vehicle is in its "as delivered" condition. The "as delivered" condition is the vehicle as received at the test site, filled to 100 percent of all fluid capacities and with all tires inflated to the manufacturer's specifications listed on the vehicle's tire placard. Determine the distance between the same level surface and the same standard reference points in the vehicle's "fully loaded condition." The "fully loaded condition" is the test vehicle loaded in accordance with S8.16. The load placed in the cargo area shall be centered over the longitudinal centerline of the vehicle. The pretest vehicle attitude shall be the same as either the "as delivered" or "fully loaded" attitude or is between the "as delivered" attitude and the "fully loaded" attitude. If the test configuration requires that the vehicle be elevated off the ground, the pretest vehicle attitude must be maintained.

S8.18 Adjustable seats—vehicle to pole test. Initially, adjustable seats shall be adjusted as specified in S6.3 of Standard 214 (49 CFR 571.214).

S8.19 Adjustable seat back placement—vehicle to pole test. Initially, position adjustable seat backs in the manner specified in S6.4 of Standard 214 (49 CFR 571.214).

S8.20 Adjustable steering wheels—vehicle to pole test. Adjustable steering controls shall be adjusted so that the steering wheel hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions.

S8.21 Windows and sunroof—vehicle to pole test. Movable windows and vents shall be placed in the fully open position. Any sunroof shall be placed in the fully closed position.

S8.22 Convertible tops—vehicle to pole test. The top, if any, of convertibles and open-body type vehicles shall be in the closed passenger compartment configuration.

S8.23 Doors—vehicle to pole test. Doors, including any rear hatchback or tailgate, shall be fully closed and latched but not locked.

S8.24 Impact reference line—vehicle to pole test. On the striking side of the vehicle, place an impact reference line at the intersection of the vehicle exterior and a transverse vertical plane passing through the center of gravity of the head of the dummy seated in accordance with S8.28, in the front outboard designated seating position.

S8.25 Rigid Pole—vehicle to pole test. The rigid pole is a vertical metal structure beginning no more than 102 millimeters (4 inches) above the lowest point of the tires on the striking side of the test vehicle when the vehicle is loaded as specified in S8.16 and extending above the highest point of the roof of the test vehicle. The pole is 254 mm ±3 mm (10 inches) in diameter and set off from any mounting surface, such as a barrier or other structure, so that the test vehicle will not contact such a mount or support at any time within 100 milliseconds of the initiation of vehicle to pole contact.

S8.26 Impact configuration—vehicle to pole test. The rigid pole shall be stationary. The test vehicle shall be propelled sideways so that its line of forward motion forms an angle of 90 degrees (±3 degrees) with the vehicle's longitudinal center line. The impact reference line shall be aligned with the center line of the rigid pole so that, when the vehicle-to-pole contact occurs, the center line of the pole contacts the vehicle area bounded by two transverse vertical planes 38 mm (1.5

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inches) forward and aft of the impact reference line.

S8.27 Anthropomorphic test dummy vehicle to pole test.

S8.27.1 The anthropomorphic test dummy used for evaluation of a vehicle's head impact protection shall conform to the requirements of subpart M of part 572 of this chapter (49 CFR part 572, subpart M). In a test in which the test vehicle is striking its left side, the dummy is to be configured and instrumented to strike on its left side, in accordance with subpart M of part 572. In a test in which the test vehicle is striking its right side, the dummy is to be configured and instrumented to strike its right side, in accordance with subpart M of part 572.

S8.27.2 The part 572, subpart M, test dummy specified is clothed in form fitting cotton stretch garments with short sleeves and midcalf length pants. Each foot of the test dummy is equipped with a size 11EEE shoe, which meets the configuration size, sole, and heel thickness specifications of MIL-S-13192 (1976) and weighs 0.57 ±0.09 kilograms (1.25 ±0.2 pounds).

S8.27.3 Limb joints shall be set at between 1 and 2 g's. Leg joints are adjusted with the torso in the supine position.

S8.27.4 The stabilized temperature of the test dummy at the time of the side impact test shall be at any temperature between 20.6 degrees C. and 22.2 degrees C.

S8.27.5 The acceleration data from the accelerometers installed inside the skull cavity of the test dummy are processed according to the practices set forth in SAE Recommended Practice J211, March 1995, "Instrumentation for Impact Tests," Class 1000.

S8.28 Positioning procedure for the Part 572 Subpart M Test Dummy—vehicle to pole test. The part 572, subpart M, test dummy shall be initially positioned in the front outboard seating position on the struck side of the vehicle in accordance with the provisions of S7 of Standard 214, 49 CFR 571.214, and the vehicle seat shall be positioned as specified in S6.3 and S6.4 of that standard. The position of the dummy shall then be measured as follows. Locate the horizontal plane passing through

the dummy head center of gravity. Identify the rearmost point on the dummy head in that plane. Construct a line in the plane that contains the rearward point of the front door daylight opening and is perpendicular to the longitudinal vehicle centerline. Measure the longitudinal distance between the rearmost point on the dummy head and this line. If this distance is less than 50 mm (2 inches) or the point is not forward of the line, then the seat and/or dummy positions shall be adjusted as follows. First, the seat back angle is adjusted, a maximum of 5 degrees, until a 50 mm (2 inches) distance is achieved. If this is not sufficient to produce the 50 mm (2 inches) distance, the seat is moved forward until the 50 mm (2 inches) distance is achieved or until the knees of the dummy contact the dashboard or knee bolster, whichever comes first. If the required distance cannot be achieved through movement of the seat, the seat back angle shall be adjusted even further forward until the 50mm (2 inches) distance is obtained or until the seat back is in its full upright locking position.

S9. Orthogonal Reference System. The approach angles specified in S8.13.4 are determined using the reference system specified in S9.1 through S9.4.

S9.1 An orthogonal reference system consisting of a longitudinal X axis and a transverse Y axis in the same horizontal plane and a vertical Z axis through the intersection of X and Y is used to define the horizontal direction of approach of the headform. The X-Z plane is the vertical longitudinal zero plane and is parallel to the longitudinal centerline of the vehicle. The X-Y plane is the horizontal zero plane parallel to the ground. The Y-Z plane is the vertical transverse zero plane that is perpendicular to the X-Y and X-Z planes. The X coordinate is negative forward of the Y-Z plane and positive to the rear. The Y coordinate is negative to the left of the X-Z plane and positive to the right. The Z coordinate is negative below the X-Y plane and positive above it. (See Figure 1.)

S9.2 The origin of the reference system is the center of gravity of the headform at the time immediately prior to launch for each test.

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S9.3 The horizontal approach angle is the angle between the X axis and the headform impact velocity vector projected onto the horizontal zero plane, measured in the horizontal zero plane in the counter-clockwise direction. A 0 degree horizontal vector and a 360 degree horizontal vector point in the positive X direction; a 90 degree horizontal vector points in the positive Y direction; a 180 degree horizontal vector points in the negative X direction; and a 270 horizontal degree vector points in the negative Y direction. (See Figure 2.)

S9.4 The vertical approach angle is the angle between the horizontal plane and the velocity vector, measured in the midsagittal plane of the headform. A 0 degree vertical vector in Table I coincides with the horizontal plane and a vertical vector of greater than 0 degrees in Table I makes a upward angle of the same number of degrees with that plane.

S10 Target Locations.

(a) The target locations specified in S10.1 through S10.13 are located on both sides of the vehicle and, except as specified in S10(b), are determined using the procedures specified in those paragraphs.

(b) Except as specified in S10(c), in instances in which there is no combination of horizontal and vertical angles specified in S8.13.4 at which the forehead impact zone of the free motion headform can contact one of the targets located using the procedures in S10.1 through S10.13, the center of that target is moved to any location that is within a sphere with a radius of 25 mm, centered on the center of the original target, and that can be contacted by the forehead impact zone at one or more combination of angles.

(c) If there is no point within the sphere specified in S10(b) which the forehead impact zone of the free motion headform can contact at one or more combination of horizontal and vertical angles specified in S8.13.4, the radius of the sphere is increased by 25 mm increments until the sphere contains at least one point that can be contacted at one or more combination of angles.

S10.1 A-pillar targets

(a) A-pillar reference point and target API. On the vehicle exterior, locate a transverse vertical plane (Plane 1) which contacts the rearmost point of the windshield trim. The intersection of Plane 1 and the vehicle exterior surface is Line 1. Measuring along the vehicle exterior surface, locate a point (Point 1) on Line 1 that is 125 mm inboard of the intersection of Line 1 and a vertical plane tangent to the vehicle at the outboardmost point on Line 1 with the vehicle side door open. Measuring along the vehicle exterior surface in a longitudinal vertical plane (Plane 2) passing through Point 1, locate a point (Point 2) 50 mm rearward of Point 1. Locate the A-pillar reference point (Point APR) at the intersection of the interior roof surface and a line that is perpendicular to the vehicle exterior surface at Point 2. Target API is located at point APR.

(b) Target AP2. Locate the horizontal plane (Plane 3) which intersects point APR. Locate the horizontal plane (Plane 4) which is 88 mm below Plane 3. Target AP2 is the point in Plane 4 and on the A-pillar which is closest to CG-F2 for the nearest seating position.

(c) Target AP3. Locate the horizontal plane (Plane 5) containing the highest point at the intersection of the dashboard and the A-pillar. Locate a horizontal plane (Plane 6) half-way between Plane 3 and Plane 5. Target AP3 is the point on Plane 6 and the A-pillar which is closest to CG-F1 for the nearest seating position.

S10.2 B-pillar targets.

(a) B-pillar reference point and target BPI. Locate the point (Point 3) on the vehicle interior at the intersection of the horizontal plane passing through the highest point of the forwardmost door opening and the centerline of the width of the B-pillar, as viewed laterally. Locate a transverse vertical plane (Plane 7) which passes through Point 3. Locate the point (Point 4) at the intersection of the interior roof surface, Plane 7, and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The B-pillar reference point (Point BPR) is the point located at the middle of the line from Point 3 to Point 4 in Plane 7, measured along the vehicle interior surface. Target BPI is located at Point BPR.

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(b) Target BP2. If a seat belt anchorage is located on the B-pillar, Target BP2 is located at any point on the anchorage.

(c) Target BP3. Target BP3 is located in accordance with this paragraph. Locate a horizontal plane (Plane 8) which intersects Point BPR. Locate a horizontal plane (Plane 9) which passes through the lowest point of the daylight opening forward of the pillar. Locate a horizontal plane (Plane 10) halfway between Plane 8 and Plane 9. Target BP3 is the point located in Plane 10 and on the interior surface of the B-pillar, which is closest to CG-F(2) for the nearest seating position.

(d) Target BP4. Locate a horizontal plane (Plane 11) half-way between Plane 9 and Plane 10. Target BP4 is the point located in Plane 11 and on the interior surface of the B-pillar which is closest to CG-R for the nearest seating position.

S10.3 Other pillar targets.

(a) Target OP1.

(1) Except as provided in S10.3(a)(2), target OP1 is located in accordance with this paragraph. Locate the point (Point 5), on the vehicle interior, at the intersection of the horizontal plane through the highest point of the highest adjacent door opening or daylight opening (if no adjacent door opening) and the centerline of the width of the other pillar, as viewed laterally. Locate a transverse vertical plane (Plane 12) passing through Point 5. Locate the point (Point 6) at the intersection of the interior roof surface, Plane 12 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The other pillar reference point (Point OPR) is the point located at the middle of the line between Point 5 and Point 6 in Plane 12, measured along the vehicle interior surface. Target OP1 is located at Point OPR.

(2) If a seat belt anchorage is located on the pillar, Target OP1 is any point on the anchorage.

(b) Target OP2. Locate the horizontal plane (Plane 13) intersecting Point OPR. Locate a horizontal plane (Plane 14) passing through the lowest point of the daylight opening forward of the pillar. Locate a horizontal plane (Plane 15) half-way between Plane 13 and Plane 14. Target OP2 is the point lo-

cated on the interior surface of the pillar at the intersection of Plane 15 and the centerline of the width of the pillar, as viewed laterally.

S10.4 Rearmost pillar targets

(a) Rearmost pillar reference point and target RP1. Locate the point (Point 7) at the corner of the upper roof nearest to the pillar. The distance between Point M, as described in S8.15(g), and Point 7, as measured along the vehicle interior surface, is D. Extend the line from Point M to Point 7 along the vehicle interior surface in the same vertical plane by (3*D/7) beyond Point 7 or until the edge of a daylight opening, whichever comes first, to locate Point 8. The rearmost pillar reference point (Point RPR) is at the midpoint of the line between Point 7 and Point 8, measured along the vehicle interior. Target RP1 is located at Point RPR.

(b) Target RP2.

(1) Except as provided in S10.4(b)(2), target RP2 is located in accordance with this paragraph. Locate the horizontal plane (Plane 16) through Point RPR. Locate the horizontal plane (Plane 17) 150 mm below Plane 16. Target RP2 is located in Plane 17 and on the pillar at the location closest to CGR for the nearest designated seating position.

(2) If a seat belt anchorage is located on the pillar, Target RP2 is any point on the anchorage.

S10.5 Front header targets.

(a) Target FH1. Locate the contour line (Line 2) on the vehicle interior trim which passes through the APR and is parallel to the contour line (Line 3) at the upper edge of the windshield on the vehicle interior. Locate the point (Point 9) on Line 2 that is 125 mm inboard of the APR, measured along that line. Locate a longitudinal vertical plane (Plane 18) that passes through Point 9. Target FH1 is located at the intersection of Plane 18 and the upper vehicle interior, halfway between a transverse vertical plane (Plane 19) through Point 9 and a transverse vertical plane (Plane 20) through the intersection of Plane 18 and Line 3.

(b) Target FH2.

(1) Except as provided in S10.5(b)(2), target FH2 is located in accordance with this paragraph. Locate a point (Point 10) 275 mm inboard of Point

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APR, along Line 2. Locate a longitudinal vertical plane (Plane 21) that passes through Point 10. Target FH2 is located at the intersection of Plane 21 and the upper vehicle interior, halfway between a transverse vertical plane (Plane 22) through Point 10 and a transverse vertical plane (Plane 23) through the intersection of Plane 21 and Line 3. (2) If a sun roof opening is located forward of the front edge of the upper roof and intersects the mid-sagittal plane of a dummy seated in either front outboard seating position, target FH2 is the nearest point that is forward of a transverse vertical plane (Plane 24) through CG-F(2) and on the intersection of the mid-sagittal plane and the interior sunroof opening. S10.6 Targets on the side rail between

S10.6 Targets on the side rail between the A-pillar and the B-pillar or rearmost pillar in vehicles with only two pillars on each side of the vehicle.

(a) Target SR1. Locate a transverse vertical plane (Plane 25) 150 mm rearward of Point APR. Locate the point (Point 11) at the intersection of Plane 25 and the upper edge of the forwardmost door opening. Locate the point (Point 12) at the intersection of the interior roof surface, Plane 25 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Target SR1 is located at the middle of the line between Point 11 and Point 12 in Plane 25, measured along the vehicle interior.

(b) Target SR2. Locate a transverse vertical plane (Plane 26) 300 mm reaward of the APR or 300 mm forward of the BPR (or the RPR in vehicles with no B-pillar). Locate the point (Point 13) at the intersection of Plane 26 and the upper edge of the forwardmost door opening. Locate the point (Point 14) at the intersection of the interior roof surface, Plane 26 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Target SR2 is located at the middle of the line between Point 13 and Point 14 in Plane 26, measured along the vehicle interior.

S10.7 Other side rail target (target SR3).

(a) Except as provided in S10.7(b), target SR3 is located in accordance with this paragraph. Locate a transverse vertical plane (Plane 27) 150 mm rearward of either Point BPR or Point

OPR. Locate the point (Point 15) as provided in either S10.7(a)(1) or S10.7(a)(2), as appropriate. Locate the point (Point 16) at the intersection of the interior roof surface, Plane 27 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Target SR3 is located at the middle of the line between Point 15 and Point 16 in Plane 27, measured along the vehicle interior surface.

(1) If Plane 27 intersects a door or daylight opening, the Point 15 is located at the intersection of Plane 27 and the upper edge of the door opening or daylight opening.

(2) If Plane 27 does not intersect a door or daylight opening, the Point 15 is located on the vehicle interior at the intersection of Plane 27 and the horizontal plane through the highest point of the door or daylight opening nearest Plane 27. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 27, Point 15 is located on the vehicle interior at the intersection of Plane 27 and either horizontal plane through the highest point of each door or daylight opening.

(b) Except as provided in S10.7(c), if a grab handle is located on the side rail, target SR3 is located at any point on the anchorage of the grab-handle. Folding grab-handles are in their stowed position for testing.

(c) If a seat belt anchorage is located on the side rail, target SR3 is located at any point on the anchorage.

S10.8 Rear header target (target RH). Locate the point (Point 17) at the intersection of the surface of the upper vehicle interior, the mid-sagittal plane (Plane 28) of the outboard rearmost dummy and the plane, described in S8.15(h), defining the rear edge of the upper roof. Locate the point (Point 18) as provided in S10.8(a) or S10.8(b), as appropriate. Except as provided in S10.8(c), Target RH is located at the mid-point of the line that is between Point 17 and Point 18 and is in Plane 28, as measured along the surface of the vehicle interior.

(a) If Plane 28 intersects a rear door opening or daylight opening, then Point 18 is located at the intersection of Plane 28 and the upper edge of the door opening or the daylight opening (if no door opening).

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(b) If Plane 28 does not intersect a rear door opening or daylight opening, then Point 18 is located on the vehicle interior at the intersection of Plane 28 and a horizontal plane through the highest point of the door or daylight opening nearest to Plane 28. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 28, Point 18 is located on the vehicle interior at the intersection of Plane 28 and either horizontal plane through the highest point of each door or daylight opening.

(c) If Target RH is more than 112 mm from Point 18 on the line that is between Point 17 and Point 18 and is in Plane 28, as measured along the surface of the vehicle interior, then Target RH is the point on that line which is 112 mm from Point 18.

S10.9 Upper roof target (target UR). Target UR is any point on the upper roof.

S10.10 Sliding door track target (target SD). Locate the transverse vertical plane (Plane 29) passing through the middle of the widest opening of the sliding door, measured horizontally and parallel to the vehicle longitudinal centerline. Locate the point (Point 19) at the intersection of the surface of the upper vehicle interior, Plane 29 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Lo-

cate the point (Point 20) at the intersection of Plane 29 and the upper edge of the sliding door opening. Target SD is located at the middle of the line between Point 19 and Point 20 in Plane 29, measured along the vehicle interior.

S10.11 Roll-bar targets.

(a) Target RBI. Locate a longitudinal vertical plane (Plane 30) at the mid-sagittal plane of a dummy seated in any outboard designated seating position. Target RB1 is located on the rollbar and in Plane 30 at the location closest to either CG-F2 or CG-R, as appropriate, for the same dummy.

(b) Target RB2. If a seat belt anchor-age is located on the roll-bar, Target RB2 is any point on the anchorage.

S10.12 Stiffener targets.

(a) Target ST1. Locate a transverse vertical plane (Plane 31) containing either CG-F2 or CG-R, as appropriate, for any outboard designated seating position. Target ST1 is located on the stiffener and in Plane 31 at the location closest to either CG-F2 or CG-R, as appropriate.

(b) Target ST2. If a seat belt anchorage is located on the stiffener, Target ST2 is any point on the anchorage.

S10.13 Brace target (target BT) Target BT is any point on the width of the brace as viewed laterally from inside the passenger compartment.

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〔图〕ZPARALLEL TO THEVEHICLE'S LONGITUDINAIAXIS<miCr'FOT人+XVEHICLE'S REARNFIGURE 1-ORTHOGONAL REFERENCE SYSTEM\n Nat'I Highway Traffic Safety Admin., DOT

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〔图〕VELOCITYVECTOR50..0r-\n

LEFT SIDE OF TEST VEHICLE PILLARS OTHER THAN A-PILLAR (ASSUMING A 270° HORIZONTAL APPROACH ANGLE) Z

〔图〕VELOCITYVECTOR50.10\n

RIGHT SIDE OF TEST VEHICLE PILLARS OTHER THAN A-PILLAR (ASSUMING A 90° HORIZONTAL APPROACH ANGLE)

〔图〕VELOCITY VECTOR50°X-Y PLANE5°FRONT OF TEST VEHICLEA-PILLAR\n

VERTICAL AND HORIZONTAL APPROACH ANGLE PLANE FIGURE 2

[62 FR 16725, Apr. 8, 1997; 63 FR 28, Jan. 2, 1998; 63 FR 41464, Aug. 4, 1998; 63 FR 45965, Aug. 28, 1998; 64 FR 7140, Feb. 12, 1999; 64 FR 69671, Dec. 14, 1999; 67 FR 41354, June 18, 2002]

§ 571.202 Standard No.202; Head re-straints.

S1. Purpose and scope. This standard specifies requirements for head restraints to reduce the frequency and severity of neck injury in rear-end and other collisions.

S2. Application. This standard applies to passenger cars, and to multi-purpose passenger vehicles, trucks and buses with a GVWR of 4,536 kg or less.

S3. Definitions. Head restraint means a device that limits rearward angular displacement of the occupant's head relative to his torso line.

S4. Requirements.

S4.1 Each passenger car shall comply with S4.3.

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December 1, 1999, may be used by the National Highway Traffic Safety Administration to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19. When the restraint system comes equipped with a removable base, the test may be run either with the base attached or without the base.

Britax Handle with Care 191

Century Assura 4553

Century Avanta SE 41530

Century Smart Fit 4543

Cosco Arriva 02727

Cosco Opus 35 02603

Evenflo Discovery Adjust Right 212

Evenflo First Choice 204

Evenflo On My Way Position Right V 282

Graco Infant 8457

C. Any of the following forward-facing convertible child restraint systems, manufactured on or after December 1, 1999, may be used by the National Highway Traffic Safety Administration to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19, or S21:

Britax Roundabout 161

Century Encore 4612

Century STE 1000 4416

Cosco Olympian 02803

Cosco Touriva 02519

Evenflo Horizon V 425

Evenflo Medallion 254

D. Any of the following forward-facing toddler/belt positioning booster systems, manufactured on or after December 1, 1999, may be used by the National Highway Traffic Safety Administration as test devices to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S21 or S23:

Britax Roadster 9004

Century Next Step 4920

Cosco High Back Booster 02-442

Evenflo Right Fit 245

[36 FR 22902, Dec. 2, 1971]

EDITORIAL NOTE: FOR FEDERAL REGISTER citations affecting $571.208, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and on GPO Access.

§ 571.209 Standard No. 209; Seat belt assemblies.

S1. Purpose and scope. This standard specifies requirements for seat belt assemblies.

S2. Application. This standard applies to seat belt assemblies for use in passenger cars, multipurpose passenger vehicles, trucks, and buses.

S3. Definitions. Adjustment hardware means any or all hardware designed for

adjusting the size of a seat belt assembly to fit the user, including such hardware that may be integral with a buckle, attachment hardware, or retractor.

Attachment hardware means any or all hardware designed for securing the webbing of a seat belt assembly to a motor vehicle.

Automatic-locking retractor means a retractor incorporating adjustment hardware by means of a positive self-locking mechanism which is capable when locked of withstanding restraint forces.

Buckle means a quick release connector which fastens a person in a seat belt assembly.

Emergency-locking retractor means a retractor incorporating adjustment hardware by means of a locking mechanism that is activated by vehicle acceleration, webbing movement relative to the vehicle, or other automatic action during an emergency and is capable when locked of withstanding restraint forces.

Hardware means any metal or rigid plastic part of a seat belt assembly.

Load-limiter means a seat belt assembly component or feature that controls tension on the seat belt to modulate the forces that are imparted to occupants restrained by the belt assembly during a crash.

Nonlocking retractor means a retractor from which the webbing is extended to essentially its full length by a small external force, which provides no adjustment for assembly length, and which may or may not be capable of sustaining restraint forces at maximum webbing extension.

Pelvic restraint means a seat belt assembly or portion thereof intended to restrain movement of the pelvis.

Retractor means a device for storing part or all of the webbing in a seat belt assembly.

Seat back retainer means the portion of some seat belt assemblies designed to restrict forward movement of a seat back.

Seat belt assembly means any strap, webbing, or similar device designed to secure a person in a motor vehicle in order to mitigate the results of any accident, including all necessary buckles and other fasteners, and all hardware

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49 CFR Ch. V (10-1-02 Edition)

designed for installing such seat belt assembly in a motor vehicle.

Strap means a narrow nonwoven material used in a seat belt assembly in place of webbing.

Type 1 seat belt assembly is a lap belt for pelvic restraint.

Type 2 seat belt assembly is a combina-tion of pelvic and upper torso re-straints.

Type 2a shoulder belt is an upper torso restraint for use only in conjunction with a lap belt as a Type 2 seat belt assembly.

Upper torso restraint means a portion of a seat belt assembly intended to restrain movement of the chest and shoulder regions.

Webbing means a narrow fabric woven with continuous filling yarns and finished selvages.

S4. Requirements.

S4.1 (a) Single occupancy. A seat belt assembly shall be designed for use by one, and only one, person at any one time.

(b) [Reserved]

(c) Upper torso restraint. A Type 2 seat belt assembly shall provide upper torso restraint without shifting the pelvic restraint into the abdominal region. An upper torso restraint shall be designed to minimize vertical forces on the shoulders and spine. Hardware for upper torso restraint shall be so designed and located in the seat belt assembly that the possibility of injury to the occupant is minimized.

A Type 2a shoulder belt shall comply with applicable requirements for a Type 2 seat belt assembly in S4.1 to S4.4, inclusive.

(d) Hardware. All hardware parts which contact under normal usage a person, clothing, or webbing shall be free from burrs and sharp edges.

(e) Release. A Type 1 or Type 2 seat belt assembly shall be provided with a buckle or buckles readily accessible to the occupant to permit his easy and rapid removal from the assembly. Buckle release mechanism shall be designed to minimize the possibility of accidental release. A buckle with release mechanism in the latched position shall have only one opening in which the tongue can be inserted on the end of the buckle designed to receive and latch the tongue.

(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 7/6-20 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° and no side is less than 6 mm in length.

(g) Adjustment. (1) A Type 1 or Type 2 seat belt assembly shall be capable of adjustment to fit occupants whose dimensions and weight range from those of a 5th-percentile adult female to those of a 95th-percentile adult male. The seat belt assembly shall have either an automatic-locking retractor, an emergency-locking retractor, or an adjusting device that is within the reach of the occupant.

(2) A Type 1 or Type 2 seat belt assembly for use in a vehicle having seats that are adjustable shall conform to the requirements of S4.1(g)(1) regardless of seat position. However, if a seat has a back that is separately adjustable, the requirements of S4.1(g)(1) need be met only with the seat back in the manufacturer's nominal design riding position.

(3) The adult occupants referred to in S4.1(g)(1) shall have the following measurements:

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(h) Webbing. The ends of webbing in a seat belt assembly shall be protected or treated to prevent raveling. The end of webbing in a seat belt assembly having a metal-to-metal buckle that is used by the occupant to adjust the size of the assembly shall not pull out of the adjustment hardware at maximum size adjustment. Provision shall be made for essentially unimpeded movement of webbing routed between a seat back and seat cushion and attached to a retractor located behind the seat.

(i) Strap. A strap used in a seat belt assembly to sustain restraint forces shall comply with the requirements for webbing in S4.2, and if the strap is made from a rigid material, it shall comply with applicable requirements in S4.2, S4.3, and S4.4.

(j) Marking. Each seat belt assembly shall be permanently and legibly marked or labeled with year of manufacture, model, and name or trademark of manufacturer or distributor, or of importer if manufactured outside the United States. A model shall consist of a single combination of webbing having a specific type of fiber weave and construction, and hardware having a specific design. Webbings of various colors may be included under the same model, but webbing of each color shall comply with the requirements for webbing in S4.2.

(k) Installation instructions. A seat belt assembly, other than a seat belt assembly installed in a motor vehicle by an automobile manufacturer, shall be accompanied by an instruction sheet providing sufficient information for installing the assembly in a motor vehicle. The installation instructions shall state whether the assembly is for universal installation or for installation only in specifically stated motor vehicles, and shall include at least those

items specified in SAE Recommended Practice J800c, “Motor Vehicle Seat Belt Installations,” November 1973. If the assembly is for use only in specifically stated motor vehicles, the assembly shall either be permanently and legibly marked or labeled with the following statement, or the instruction sheet shall include the following statement:

This seat belt assembly is for use only in [insert specific seating position(s), e.g., “front right”] in [insert specific vehicle make(s) and model(s)].

(1) Usage and maintenance instructions. A seat belt assembly or retractor shall be accompanied by written instructions for the proper use of the assembly, stressing particularly the importance of wearing the assembly snugly and properly located on the body, and on the maintenance f the assembly and periodic inspection of all components. The instructions shall show the proper manner of threading webbing in the hardware of seat belt assemblies in which the webbing is not permanently fastened. Instructions for a nonlocking retractor shall include a caution that the webbing must be fully extended from the retractor during use of the seat belt assembly 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. Instructions for Type 2a, shoulder belt shall include a warning that the shoulder belt is not to be used without a lap belt.

(m) Workmanship. Seat belt assemblies shall have good workmanship in accordance with good commercial practice.

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—26,689 N; Type 2 seat belt assembly—

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22,241 N for webbing in pelvic restraint and 17,793 N 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.

(d) Resistance to abrasion. The web-bing of a seat belt assembly, after being subjected to abrasion as specified in S5.1(d) or S5.3(c), shall have a break-ing strength of not less than 75 percent of the breaking strength listed in S4.2(b) for that type of belt assembly.

(e) Resistance to light. The webbing in a seat belt assembly after exposure to the light of a carbon arc and tested by the procedure specified in S5.1(e) shall have a breaking strength not less than 60 percent of the strength before exposure to the carbon arc and shall have a color retention not less than No. 2 on the Geometric Gray Scale published by the American Association of Textile Chemists and Colorists, Post Office Box 886, Durham, NC.

(f) Resistance to micro-organisms. The webbing in a seat belt assembly after being subjected to micro-organisms and tested by the procedures specified in S5.1(f) shall have a breaking strength not less than 85 percent of the strength before subject to micro-organisms.

S4.3 Requirements for hardware.

(a) Corrosion resistance. (1) Attachment hardware of a seat belt assembly after being subjected to the conditions specified in S5.2(a) shall be free of ferrous corrosion on significant surfaces except for permissible ferrous corrosion on peripheral edges or edges of holes on underfloor reinforcing plates and washers. Alternatively, such hardware at or near the floor shall be protected against corrosion by at least an electrodeposited coating of nickel, or copper and nickel with at least a service condition number of SC2, and other attachment hardware shall be protected by an electrodeposited coating of nickel, or copper and nickel with a

service condition number of SC1, in accordance with American Society for Testing and Materials B456-79, "Standard Specification for Electrodeposited Coatings of Copper Plus Nickel Plus Chromium and Nickel Plus Chromium," but such hardware shall not be racked for electroplating in locations subjected to maximum stress.

(2) Surfaces of buckles, retractors and metallic parts, other than attachment hardware, of a seat belt assembly after subjection to the conditions specified in S5.2(a) shall be free of ferrous or nonferrous corrosion which may be transferred, either directly or by means of the webbing, to the occupant or his clothing when the assembly is worn. After test, buckles shall conform to applicable requirements in paragraphs (d) to (g) of this section.

(b) Temperature resistance. Plastic or other nonmetallic hardware parts of a seat belt assembly when subjected to the conditions specified in S5.2(b) shall not warp or otherwise deteriorate to cause the assembly to operate improperly or fail to comply with applicable requirements in this section and S4.4.

(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).

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(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 mm$^{2}$ 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).

(f) Tilt-lock adjustment. The buckle of a seat belt assembly having tilt-lock adjustment shall lock the webbing when tested by the procedure specified in S5.2(f) at an angle of not less than 30 degrees between the base of the buckle and the anchor webbing.

(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 non-adjustable 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 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 is 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/s$^{2}$ (0.7 g);

(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/s$^{2}$ (0.3 g) 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° 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

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N under zero acceleration when attached to a strap or webbing that restrains both the upper torso and the pelvis.

(k) Performance of retractor. A retractor used on a seat belt assembly after subsection to the tests specified in S5.2(k) shall comply with applicable requirements in paragraphs (h) to (j) of this section and S4.4, except that the retraction force shall be not less than 50 percent of its original retraction force.

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 11,120 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.

S4.5 Load-limiter. (a) A Type 1 or Type 2 seat belt assembly that includes a load-limiter is not required to comply with the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4) or S4.4(b)(5).

(b) A seat belt assembly that includes a load limiter and that does not comply with the elongation requirements of this standard may be installed in motor vehicles at any designated seating position that is subject to the requirements of S5.1 of Standard No. 208 (§571.208).

S4.6 Manual belts subject to crash protection requirements of Standard No. 208.

(a)(1) A manual seat belt assembly, which is subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of any provision of Standard No. 208 other than S4.1.2.1(c)(2) of that standard, does not have to meet the requirements of S4.2(a)–(f) and S4.4 of this standard.

(2) A manual seat belt assembly subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of S4.1.2.1(c)(2) of Standard No. 208 does not have to meet the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4), and S4.4(b)(5) of this standard.

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° ±2 °C. The tension during measurement of width shall be not more than 22 N on webbing from a Type

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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 ± 0.05 kg, except that a mass of 1.5 kg ± 0.05 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 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° ± 2 °Celsius (°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

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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 pe-

riod 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.

NOTE: When attachment and other hardware are permanently fastened, by sewing or other means, to the same piece of webbing, separate assemblies shall be used to test the two types of hardware. The test for corrosion resistance shall not be required for attachment hardware made from corrosion-resistant steel containing at least 11.5 percent chromium or for attachment hardware protected with an electrodeposited coating of nickel, or copper and nickel, as prescribed in S4.3(a). The assembly that has been used to test the corrosion resistance of the buckle shall be used to measure adjustment force, tilt-lock adjustment, and buckle latch in paragraphs (e), (f), and (g), respectively, of this section, assembly performance in S5.3 and buckle release force in paragraph (d) of this section.

(b) Temperature resistance. Three seat belt assemblies having plastic or non-metallic hardware or having retractors shall be subjected to the conditions prescribed in Procedure D of American Society for Testing and Materials D756-78, “Standard Practice for Determination of Weight and Shape Changes of Plastics under Accelerated Service Conditions.” The dimension and weight measurement shall be omitted. Buckles shall be unlatched and retractors shall be fully retracted during conditioning. The hardware parts after conditioning shall be used for all applicable tests in S4.3 and S4.4.

(c) Attachment hardware. (1) Attachment bolts used to secure the pelvic restraint of a seat belt assembly to a

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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° 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 anchorachage 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 on 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 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 mm $^{2}$. 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°. 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 webging 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

§571.209

49 CFR Ch. V (10-1-02 Edition)

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 ±50 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 $\pm 50$ 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 retractor 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 re-tractor shall be tested in a manner

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§571.209

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 3 m/s $^{2}$ (0.3 g) 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 $^{2}$ (0.7 g) 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°, 90°, 135°, and 180° 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°, 90°, 135°, and 180° 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° from the angle at which it is installed in the vehicle.

(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 fortrant 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

§571.209

49 CFR Ch. V (10-1-02 Edition)

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 antifraction 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° or 90° to the webbing, whichever results in an angle nearest to 90° 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 retractor 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

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§571.209

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.

(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 $6,672 \pm 67$ 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 simulta-

neously. 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 re-straints, 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 °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

§571.209

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° with the hinge stop (E). The reciprocating device shall be

49 CFR Ch. V (10-1-02 Edition)

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).

Nat'l Highway Traffic Safety Admin., DOT

§571.209

〔图〕4WEBBING\n A 1.0.2 INCHES OR 2.5 TO 5 CENTIMETERS

B A MINUS 0.06 INCH OR O.15 CENTIMER

FIGURE 1

〔图〕038\n A-WEBING

B - WEIGHT C - HEXAGONAL ROD STEEL - SAE 51416 ROCKWELL HARDNESS - B-97 TO B-101 SURFACE - COLD DRAWN FINISH SIZE - 0.250 ± 0.001 INCH OR 6.35 ± 0.03 MILLIMETER RADIUS ON EDGES - 0.020 ± 0.004 INCH O 0.5 ± 0.1 MILLIMETER D - DRUM DIAMETER - 16 INCHES OR 40 CENTIMETERS

E-CRANK

F-CRANK ARM

G - ANGLE BETWEEN WEBBING - 85 ± 2 DEGS.

FIGURE 2

§ 571.209

49 CFR Ch. V (10-1-02 Edition)

〔图〕Cd,2204NCM1C.0WNRDE BC:ATTACOMEN'02:9802SIMULATEC FIXTUREic110833B01TNR\n

FIGURE 3

〔图〕FORCE VERTICAFORCE VERTICALHOR1ZONTALFORCEHORIZONTALOCKING DEVICEFIXTUREFIGURE 4SINGUE ATTACHMENY HOON\n 〔图〕9N1S3183HWSOH H31SIS-1083x339VHONHO S3HNI 2-B313WIIN30 98O S3HONI 21-S8313WN30 O308H1d09Nv83 8409099N30V0S834SM39V80BONV

FIGURE 5

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§571.209

〔图〕ARETRACTORCYCLING ATTACHMENTDUSTCOLLECTORARETRACTOR8A-2O INCHES OR5O CENTIMETERSB-1O INCHES OR25 CENTIMETERS40°DUSTORIFI

FIGURE 6

[34 F.R. 115 January 4, 1969]

〔图〕SHORTE NING STHOKE(C)BUCKLE(D)申PIVOT80120WEBBING (A}HINGE STOP (E)3 LB.WEIGHT (B)NO TENSION\n 〔图〕LENGTHENING STROKEBUCKLE (C)NO TENSIONPIVOTWEBBING (AHINGE STOP (E)3LB WEIGHT (B\n

FIGURE 7

[44 FR 72139, Dec. 13, 1979, as amended at 45 FR 29048, May 1, 1980; 46 FR 2620, Jan. 12, 1981; 48 FR 30140, June 30, 1983; 49 FR 36508, Sept. 18, 1984; 51 FR 9813, Mar. 21, 1986; 51 FR 31774, Sept. 5, 1986; 52 FR 44912, Nov. 23, 1987; 56 FR 15299, Apr. 16, 1991; 56 FR 56325, Nov. 4, 1991; 59

§571.210

49 CFR Ch. V (10-1-02 Edition)

FR 17994, Apr. 15, 1994; 61 FR 20171, May 6, 1996; 63 FR 28936, May 27, 1998; 63 FR 51003, Sept. 24, 1998; 64 FR 27206, May 19, 1999]

§571.210 Standard No. 210; Seat belt assembly anchorages.

S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to insure their proper location for effective occupant restraint and to reduce the likelihood of their failure.

S2. Application. This standard applies to passenger cars, multipurpose passenger vehicles, trucks, and buses.

S3. Definition. Seat belt anchorage means any component, other than the webbing or straps, involved in transferring seat belt loads to the vehicle structure, including, but not limited to, the attachment hardware, seat frames, seat pedestals, the vehicle structure itself, and any part of the vehicle whose failure causes separation of the belt from the vehicle structure.

S4. Requirements.

S4.1 Type.

S4.1.1 Seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 1 or a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208). Seat belt anchorages for a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208).

S4.1.2 (a) Notwithstanding the requirement of S4.1.1, each vehicle manufactured on or after September 1, 1987 that is equipped with an automatic restraint at the front right outboard designated seating position, which automatic restraint cannot be used for securing a child restraint system or can not be adjusted by the vehicle owner to secure a child restraint system solely through the use of attachment hardware installed as an item of original equipment by the vehicle manufacturer, shall have, at the manufacturer's option, either anchorages for a Type 1 seat belt assembly installed at that position or a Type 1 or Type 2 seat belt assembly installed at that position. If a manufacturer elects to install anchorages for a Type 1 seat belt

assembly to comply with this requirement, those anchorages shall consist of, at a minimum, holes threaded to accept bolts that comply with S4.1(f) of Standard No. 209 (49 CFR 571.209).

(b) The requirement in S4.1.1 of this standard that seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for certain designated seating positions does not apply to any such seating positions that are equipped with a seat belt assembly that meets the frontal crash protection requirements of S5.1 of Standard No. 208 (49 CFR 571.208).

S4.2 Strength.

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 5,000 pound force when tested in accordance with S5.1 of this standard:

(a) Type 1 seat belt assembly; and

(b) Lap belt portion of either a Type 2 or automatic seat belt assembly, if such seat belt assembly is equipped with a detachable upper torso belt.

S4.2.2 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 3,000 pound force applied to the lap belt portion of the seat belt assembly simultaneously with a 3,000 pound force applied to the shoulder belt portion of the seat belt assembly, when tested in accordance with S5.2 of this standard:

(a) Type 2 and automatic seat belt assembles that are installed to comply with Standard No. 208 (49 CFR 571.208); and

(b) Type 2 and automatic seat belt assemblies that are installed at a seating position required to have a Type 1 or Type 2 seat belt assembly by Standard No. 208 (49 CFR 571.208).

S4.2.3 Permanent deformation or rupture of a seat belt anchorage or its surrounding area is not considered to be a failure, if the required force is sustained for the specified time.

S4.2.4 Anchorages, attachment hardware, and attachment bolts shall

§571.215

49 CFR Ch. V (10-1-02 Edition)

plane is six inches. To the extent practicable, the left leg of the test dummy is in a vertical longitudinal plane.

S7.3.2 For a test dummy in the outboard passenger positions. The upper legs of each test dummy rest against the seat cushion to the extent permitted by placement of the feet. The initial distance between the outboard knee clevis flange surfaces is 11.5 inches. To the extent practicable, both legs of the test dummies in outboard passenger positions are in vertical longitudinal planes. Final adjustment to accommodate placement of feet in accordance with S7.4 for various passenger compartment configurations is permitted.

S7.4 Feet.

S7.4.1 For a test dummy in the driver position. The right foot of the test dummy rests on the undepressed accelerator with the heel resting as far forward as possible on the floorpan. The left foot is set perpendicular to the lower leg with the heel resting on the floorpan in the same lateral line as the right heel.

S7.4.2 For a test dummy in the front outboard passenger position. The feet of the test dummy are placed on the vehicle's toeboard with the heels resting on the floorpan as close as possible to the intersection of the toeboard and floorpan. If the feet cannot be placed flat on the toeboard, they are set perpendicular to the lower legs and placed as far forward as possible so that the heels rest on the floorpan.

S7.4.3 For a test dummy in either of the rear outboard passenger positions. The feet of the test dummy are placed flat on the floorpan and beneath the front seat as far as possible without front seat interference. If necessary, the distance between the knees can be changed in order to place the feet beneath the seat.

S8. Phase-in of dynamic test and performance requirements.

S8.1-S8.2 [Reserved]

S8.3 Passenger cars manufactured on or after September 1, 1995 and before September 1, 1996.

S8.3.1 The number of passenger cars complying with the requirements of S3(c) shall be not less than 40 percent of:

(a) The average annual production of passenger cars manufactured on or

after September 1, 1992, and before September 1, 1995, by each manufacturer, or

(b) The manufacturer's annual production of passenger cars during the period specified in S8.3.

S8.4 Passenger cars produced by more than one manufacturer.

S8.4.1 For the purposes of calculating average annual production of passenger cars for each manufacturer and the number of passenger cars manufactured by each manufacturer under S8.1, S8.2, and S8.3, a passenger car produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S8.4.2:

(a) A passenger car which is imported shall be attributed to the importer.

(b) A passenger car manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.

S8.4.2 A passenger car produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 586, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.4.1.

[36 FR 22902, Dec. 2, 1971, as amended at 45 FR 17018, Mar. 17, 1980; 55 FR 45752, Oct. 30, 1990; 56 FR 27437, June 14, 1991; 56 FR 47011, Sept. 17, 1991; 57 FR 21615, May 21, 1992; 57 FR 30921 and 30922, July 13, 1992; 58 FR 14169, Mar. 16, 1993; 60 FR 38761, July 28, 1995; 60 FR 57839, Nov. 22, 1995; 63 FR 16140, Apr. 2, 1998]

§571.215 [Reserved]

§571.216 Standard No. 216; Roof crush resistance.

S1. Scope. This standard establishes strength requirements for the passenger compartment roof.

S2. Purpose. The purpose of this standard is to reduce deaths and injuries due to the crushing of the roof into the occupant compartment in rollover crashes.

S3. Application. This standard applies to passenger cars, and to multipurpose passenger vehicles, trucks and buses.

Nat'l Highway Traffic Safety Admin., DOT

§571.216

with a GVWR of 2722 kilograms or less. However, it does not apply to—

(a) School buses;

(b) Vehicles that conform to the rollover test requirements (S5.3) of Standard No. 208 (§571.208) by means that require no action by vehicle occupants; or

(c) Convertibles, except for optional compliance with the standard as an alternative to the rollover test requirements in S5.3 of Standard No. 208.

S4. Definitions.

Altered roof means the replacement roof on a motor vehicle whose original roof has been removed, in part or in total, and replaced by a roof that is higher than the original roof. The replacement roof on a motor vehicle whose original roof has been replaced, in whole or in part, by a roof that consists of glazing materials, such as those in T-tops and sunroofs, and is located at the level of the original roof, is not considered to be an altered roof.

Raised roof means, with respect to a roof which includes an area that protrudes above the surrounding exterior roof structure, that protruding area of the roof.

Roof over the front seat area means the portion of the roof, including windshield trim, forward of a transverse vertical plane passing through a point 162 mm rearward of the SgRP of the rearmost front outboard seating position.

Windshield trim means molding of any material between the windshield glazing and the exterior roof surface, including material that covers a part of either the windshield glazing or exterior roof surface.

S5. Requirements. Subject to S5.1, when the test device described in S6 is used to apply a force to either side of the forward edge of a vehicle's roof in accordance with the procedures of S7, the lower surface of the test device must not move more than 127 millimeters. The applied force in Newtons is equal to 1.5 times the unloaded vehicle weight of the vehicle, measured in kilograms and multiplied by 9.8, but does not exceed 22,240 Newtons for passenger cars. Both the left and right front portions of the vehicle's roof structure must be capable of meeting the requirements. A particular vehicle

need not meet further requirements after being tested at one location.

S5.1 For multipurpose passenger vehicles, trucks and buses that have a raised roof or altered roof, manufacturers have the option of using the test procedures of S8 instead of the procedures of S7 until October 25, 2000. The option of using the test procedures of S8 ceases to be available on that date.

S6. Test device. The test device is a rigid unyielding block whose lower surface is a flat rectangle measuring 762 millimeters by 1,829 millimeters.

S7. Test procedure. Each vehicle must be capable of meeting the requirements of S5 when tested in accordance with the procedure in S7.1 through 7.6.

S7.1 Place the sills or the chassis frame of the vehicle on a rigid horizontal surface, fix the vehicle rigidly in position, close all windows, close and lock all doors, and secure any convertible top or removable roof structure in place over the occupant compartment. Remove roof racks or other non-structural components.

S7.2 Orient the test device as shown in Figure 1 of this section, so that—

(a) Its longitudinal axis is at a forward angle (in side view) of 5 degrees below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline;

(b) Its transverse axis is at an outboard angle, in the front view projection, of 25 degrees below the horizontal.

S7.3 Maintaining the orientation specified in S7.2—

(a) Lower the test device until it initially makes contact with the roof of the vehicle.

(b) Position the test device so that—

(1) The longitudinal centerline on its lower surface is on the initial point of contact, or on the center of the initial contact area, with the roof; and

(2) Except as specified in S7.4, the midpoint of the forward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane 254 mm forward of the forwardmost point on the exterior surface of the roof, including windshield trim, that lies in the longitudinal vertical plane passing through the vehicle's longitudinal centerline.

S7.4 If the vehicle being tested is a multipurpose passenger vehicle, truck,

§571.216

49 CFR Ch. V (10-1-02 Edition)

or bus that has a raised roof or altered roof, and the initial contact point of the test device is on the raised roof or altered roof to the rear of the roof over the front seat area, the plate is positioned so that the midpoint of the rearward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane located at the rear of the roof over the front seat area.

S7.5 Apply force so that the test device moves in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching the force level specified in S5. Guide the test device so that throughout the test it moves, without rotation, in a straight line with its lower surface oriented as specified in S7.2(a) and S7.2(b). Complete the test within 120 seconds.

S7.6 Measure the distance that the test device moved, i.e., the distance between the original location of the lower surface of the test device and its location as the force level specified in S5 is reached.

S8 Alternate test procedure for multipurpose passenger vehicles, trucks and buses that have a raised roof or altered roof manufactured until October 25, 2000 (see S5.1). Each vehicle shall be capable of meeting the requirements of S5 when tested in accordance with the following procedure.

S8.1 Place the sills or the chassis frame of the vehicle on a rigid horizontal surface, fix the vehicle rigidly in position, close all windows, close and lock all doors, and secure any convert-

ible top or removable roof structure in place over the passenger compartment.

S8.2 Orient the test device as shown in Figure 2, so that—

(a) Its longitudinal axis is at a forward angle (side view) of 5° below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline;

(b) Its lateral axis is at a lateral out-board angle, in the front view projection, of 25° below the horizontal;

(c) Its lower surface is tangent to the surface of the vehicle; and

(d) The initial contact point, or center of the initial contact area, is on the longitudinal centerline of the lower surface of the test device and 254 millimeters from the forwardmost point of that centerline.

S8.3 Apply force in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching a force in Newtons of 1½ times the unloaded vehicle weight of the tested vehicle, measured in kilograms and multiplied by 9.8. Complete the test within 120 seconds. Guide the test device so that throughout the test it moves, without rotation, in a straight line with its lower surface oriented as specified in S8.2(a) through S8.2(d).

S8.4 Measure the distance that the test device moves, i.e., the distance between the original location of the lower surface of the test device and its location as the force level specified in S8.3 is reached.

FIGURE 1 TO § 571.216

Nat'I Highway Traffic Safety Admin., DOT

§571.216

〔图〕EXPANDED FRONT VIEWRIGID HORIZONTALForceSUPPORT SYSTEM762mmFigure 1. Test Device OrientationForwardmost Point of the Roo

FIGURE 2 to § 571.216

§571.217

49 CFR Ch. V (10-1-02 Edition)

〔图〕ForceForce2541829mm762mm:mmTest Device5°Rigid Horizontal SuriaceFRONT VIEWSIDE VIEW\n

Figure 2.- Test Device Location And Application To The Roof

[36 FR 23300, Dec. 8, 1971, as amended at 38 FR 21930, Aug. 14, 1973; 56 FR 15517, Apr. 17, 1991; 58 FR 5633, Jan. 22, 1993; 60 FR 13647, Mar. 14, 1995; 64 FR 22578, Apr. 27, 1999; 65 FR 4581, Jan. 31, 2000]

§571.217 Standard No. 217; Bus emergency exits and window retention and release.

S1. Scope. This standard establishes requirements for the retention of windows other than windshields in buses, and establishes operating forces, opening dimensions, and markings for bus emergency exits.

S2. Purpose. The purpose of this standard is to minimize the likelihood of occupants being thrown from the bus and to provide a means of readily accessible emergency egress.

S3. Application. This standard applies to buses, except buses manufactured for the purpose of transporting persons under physical restraint.

S4. Definitions. Adjacent seat means a designated seating position located so that some portion of its occupant space is not more than 10 inches from an emergency exit, for a distance of at least 15 inches measured horizontally and parallel to the exit.

Daylight opening means the maximum unobstructed opening of an emergency exit when viewed from a direction perpendicular to the plane of the opening.

Mid-point of the passenger compartment means any point on a vertical transverse plane bisecting the vehicle longitudinal centerline that extends between the two vertical transverse planes which define the foremost and rearmost limits of the passenger compartment.

Occupant space means the space directly above the seat and footwell, bounded vertically by the ceiling and horizontally by the normally positioned seat back and the nearest obstruction of occupant motion in the direction the seat faces.

Passenger compartment means space within the school bus interior that is between a vertical transverse plane located 76 centimeters in front of the forwardmost passenger seating reference point and a vertical transverse plane tangent to the rear interior wall of the bus at the vehicle centerline.

Post and roof bow panel space means the area between two adjacent post and roof bows.

Push-out window means a vehicle window designed to open outward to provide for emergency egress.