[Federal Register Volume 70, Number 168 (Wednesday, August 31, 2005)]
[Proposed Rules]
[Pages 51720-51732]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-17218]
[[Page 51720]]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. NHTSA-2005-21245]
RIN 2127-AJ44
Federal Motor Vehicle Safety Standards; Child Restraint Systems
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document responds to Section 4(b) and Section 3(b)(2) of
Anton's Law, which directed NHTSA to initiate rulemaking on child
restraint system safety, with a specific focus on booster seats and
restraints for children who weigh more than 50 pounds (lb). After the
enactment of Anton's Law, this agency increased the applicability of
Federal Motor Vehicle Safety Standard (FMVSS) No. 213, Child restraint
systems, from restraints recommended for children up to 50 lb to
restraints recommended for children up to 65 lb. Today's document
proposes a further expansion, to restraints recommended for children up
to 80 lb. It also proposes to require booster seats and other
restraints to meet performance criteria when tested with a crash test
dummy representative of a 10-year-old child. Section 4(a) and all other
provisions of Section 3 were addressed in rulemaking documents issued
previously by NHTSA.
DATES: You should submit comments early enough to ensure that Docket
Management receives them not later than October 31, 2005.
ADDRESSES: You may submit comments [identified by DOT DMS number in the
heading of this document] by any of the following methods:
Web site: http://dms.dot.gov. Follow the instructions for
submitting comments on the DOT electronic docket site.
Fax: (202) 493-2251.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-001.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal Holidays.
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting
comments.
Instructions: All submissions must include the agency name and
docket number or Regulatory Identification Number (RIN) for this
rulemaking. For detailed instructions on submitting comments and
additional information on the rulemaking process, see the Comments
heading under the SUPPLEMENTARY INFORMATION section of this document.
Note that all comments received will be posted without change to http://dms.dot.gov, including any personal information provided. Please see
the information regarding the Privacy Act under the Submission Comments
heading.
Docket: For access to the docket to read background documents or
comments received, go to http://dms.dot.gov at any time or to Room PL-
401 on the plaza level of the Nassif Building, 400 Seventh Street, SW.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal Holidays.
FOR FURTHER INFORMATION CONTACT: The following persons at the National
Highway Traffic Safety Administration:
For non-legal issues: Mr. George Mouchahoir of the NHTSA Office of
Rulemaking at (202) 366-4919.
For legal issues: Mr. Christopher Calamita of the NHTSA Office of
Chief Counsel at (202) 366-2992 and at (202) 366-3820 by facsimile.
You may send mail to both of these officials at the National
Highway Traffic and Safety Administration, 400 Seventh St., SW.,
Washington, DC 20590.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Anton's Law
II. Overview of NHTSA's Responses to Sections 3 and 4 of Anton's Law
a. Sections Already Addressed
b. Sections Not Previously Addressed in Rulemaking
c. Summary of Responses to Public Law 107-318
III. Expanded Coverage and Improved Evaluation of Booster Seats
a. Introduction
b. Proposed Amendments to FMVSS No. 213
1. Hybrid III-10C Test Dummy
2. Extending the Applicability of the Standard
3. Injury Criteria for the Hybrid III-10C Test Dummy
a. Proposed Criteria
b. Criteria under Development
c. Chest Deflection and Mass Limit for Boosters
IV. Performance Criteria for Belt Fit
a. IIHS Study
b. NHTSA Studies
V. Benefits and Costs
VI. Submission of Comments
VII. Rulemaking Analyses and Notices
Appendix A
I. Anton's Law
On December 4, 2002, President Bush signed Public Law 107-318, 116
Stat. 2772, (``Anton's Law \1\''), which provides for the improvement
of the safety of child restraints in passenger motor vehicles. Section
3 of Anton's Law directed NHTSA to initiate a rulemaking for the
purpose of improving the safety of child restraints, and to complete it
by June 4, 2005. Section 4 directed NHTSA to develop and evaluate a
test dummy that represents a 10-year-old child for use in testing child
restraints, and to initiate a rulemaking proceeding for the adoption of
the dummy within 1 year following that evaluation.
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\1\ Named in memory of Anton Skeen, a 4-year-old who was killed
in a car crash in Washington State.
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More specifically, Sections 3 and 4 of Anton's Law provide as
follows:
Section 3. Improvement of Safety of Child Restraints in
Passenger Motor Vehicles.
(a) In General. The Secretary of Transportation (hereafter
referred to as the ``Secretary'') shall initiate a rulemaking
proceeding to establish performance requirements for child
restraints, including booster seats, for the restraint of children
weighing more than 50 pounds.
(b) Elements for Consideration. In the rulemaking proceeding
required by subsection (a), the Secretary shall--
(1) consider whether to include injury performance criteria for
child restraints, including booster seats and other products for use
in passenger motor vehicles for the restraint of children weighing
more than 50 pounds, under the requirements established in the
rulemaking proceeding;
(2) consider whether to establish performance requirements for
seat belt fit when used with booster seats and other belt guidance
devices;
(3) consider whether to address situations where children
weighing more than 50 pounds only have access to seating positions
with lap belts, such as allowing tethered child restraints for such
children; and
(4) review the definition of the term ``booster seat'' in
Federal motor vehicle safety standard No. 213 under section 571.213
of title 49, Code of Federal Regulations, to determine if it is
sufficiently comprehensive.
(c) Completion. The Secretary shall complete the rulemaking
proceeding required by subsection (a) not later than 30 months after
the date of the enactment of this Act.
Section 4. Development of Anthropomorphic Test Device Simulating
a 10-Year-Old Child.
(a) Development and Evaluation. Not later than 24 months after
the date of the enactment of this Act, the Secretary shall develop
and evaluate an anthropomorphic test device that simulates a 10-
year-old child
[[Page 51721]]
for use in testing child restraints used in passenger motor
vehicles.
(b) Adoption by Rulemaking. Within 1 year following the
development and evaluation carried out under subsection (a), the
Secretary shall initiate a rulemaking proceeding for the adoption of
an anthropomorphic test device as developed under subsection (a).
II. Overview of NHTSA's Responses to Sections 3 and 4 of Anton's Law
Prior to the enactment of Anton's Law, the agency began several
rulemaking proceedings on matters that were later included in sections
3 and 4 of the Act. The agency continued work on those rulemakings
following enactment of Anton's Law and later made final decisions in
those rulemakings, taking into consideration the elements specified in
the statute. As a result of those deliberations, NHTSA considered and
addressed all but section 3(b)(2) of the statute and has responded to
one of the two elements of section 4. The following discussion
describes the elements of section 3 and section 4 of Anton's Law that
have already been addressed by NHTSA, and the outstanding elements that
are now addressed in this NPRM.
a. Sections Already Addressed
Sections 3(b)(1), 4(a) and 4(b)
Subsequent to the enactment of Anton's Law, the agency amended
FMVSS No. 213 to expand the applicability of the standard from child
restraints recommended for use by children weighing up to 50 lb to
restraints recommended for children weighing up to 65 lb (30 kilograms)
(June 2, 2003; 68 FR 37620; Docket No. NHTSA-03-15351). The rulemaking
was part of a planned agency upgrade to FMVSS No. 213, and also related
to provisions in the Transportation Recall Enhancement, Accountability
and Documentation Act (TREAD Act; Pub. L. 106-414, 114 Stat. 1800)
addressing child passenger safety.\2\ The agency expressly considered
the directive of Anton's Law in that TREAD Act final rule, determining
that extending the scope of the standard to 65 lb accorded with section
3(b)(1). (68 FR at 37645.) The TREAD Act final rule adopted the
weighted 6-year-old dummy for use in FMVSS No. 213 testing after the
agency concluded that the dummy was suitable for testing the structural
integrity of child restraints (68 FR at 37647) and that use of the
dummy would ensure that booster seats certified up to 65 lb would not
fail structurally in a crash. The agency codified the weighted 6-year-
old dummy at 49 CFR part 572, Subpart S (69 FR 42595; July 16, 2004).
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\2\ The rule also updated procedures for testing child
restraints, including incorporating other improved test dummies for
performance testing and updating the bench seat used to test
restraints to the requirements of FMVSS No. 213.
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In the TREAD Act final rule, the agency considered the merits of
extending the standard to restraints recommended for use by children
weighing up to 80 lb, but decided against that action because there was
not then any test dummy that could adequately assess the dynamic
performance of a child restraint in restraining an 80 lb child.
Although work was underway on the Hybrid III 10-year-old child test
dummy, the dummy was not ready in time for incorporation into that
rulemaking. NHTSA believed that expanding the standard to restraints
for children weighing up to 80 lb would not be meaningful in the
absence of a dummy of suitable size and weight that could assess the
conformance of the restraints with the performance requirements of the
standard.
In September 2004, the agency completed its evaluation of the
suitability of the Hybrid III 10-year-old dummy as a compliance test
device, in accordance with section 4(a) of Anton's Law.\3\ NHTSA
determined the dummy was sufficiently sound to be proposed as an FMVSS
No. 213 test dummy for testing child restraints recommended for
children who weigh up to 80 lb. Accordingly, the agency is issuing
today's NPRM to incorporate the dummy into FMVSS No. 213 as a test
instrument. This proposal is part of a long-term agency plan on child
passenger safety (Planning Document, 65 FR 70687; November 27, 2000;
Docket NHTSA 7938), and also fulfills section 4(b) of Anton's Law.
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\3\ ``Technical Evaluation of the Hybrid III Ten Year Old Dummy
(HIII-10C),'' Stammen; Vehicle Research and Test Center, National
Highway Traffic Safety Administration (September 2004).
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Section 3(b)(3)
NHTSA began a rulemaking in 1999 exploring whether to permit child
restraints to be tethered in certain FMVSS No. 213 compliance tests in
which they must now pass untethered. This rulemaking related to whether
there are child restraints for children who only have access to lap
belts. After considering all available data and information and section
3(b)(3) of Anton's Law, the agency decided that an amendment was not
appropriate and withdrew the rulemaking in 2004 (see 69 FR 16202; March
29, 2004, Docket No. 5891).
A number of restraints are available that can accommodate a child
weighing 50 lb (22 kg) or more at a seating position equipped with a
lap belt only. The Britax Wizard and the Britax Marathon are
convertible child restraints with 5-point harnesses that are
recommended for use in a forward-facing configuration by children
weighing up to 65 lb (29.5 kg). The Britax Husky is a forward-facing
only child restraint with a 5-point harness that is certified for
children weighing up to 80 lb (36.3 kg). The Nania Airway LX Booster is
a forward-facing child restraint that can be used with its 5-point
harness by children weighing up to 50 lb (22 kg) with a lap belt. This
availability illustrates that FMVSS No. 213 is not a deterrent in the
production of child restraints for children who only have access to lap
belts.
Section 3(b)(4)
When Anton's Law was enacted, FMVSS No. 213 applied to child
restraints recommended for children who weigh up to 50 lb. As noted
above, following enactment of Anton's Law, NHTSA expanded the
applicability of the standard to child restraints recommended for
children who weigh up to 65 lb. An effect of expanding the standard's
application was to expand also the category of ``booster seats''
subject to FMVSS No. 213 to boosters recommended for children up to 65
lb (68 FR 37620, supra). That is, FMVSS No. 213 would apply not only to
boosters recommended for children up to 50 lb, but to boosters
recommended for use up to 65 lb as well.
The ``booster seat'' term was made more comprehensive in that
rulemaking, and would be made even more so by today's NPRM. In
proposing to expand the applicability of FMVSS No. 213 to restraints
recommended for use by children weighing up to 80 lb, NHTSA believes
that the term ``booster seat'' would be sufficiently comprehensive to
encompass the overwhelming majority of booster seats manufactured for
and used by children.
b. Sections Not Previously Addressed in Rulemaking
Section 3(b)(2)
Prior to the enactment of Anton's Law, NHTSA issued an NPRM
exploring the issue of whether to require seat belt positioning devices
to be labeled with a warning that the devices should not be used with
children under the age of 6 (64 FR 44164; August 13, 1999; Docket No.
99-5100). The rulemaking was withdrawn in 2004 because there did not
appear to be sufficient safety need for the requirement and because the
agency planned to conduct up-to-date
[[Page 51722]]
research on current devices (69 FR 13503; March 23, 2004; Docket No.
5100). As discussed in today's NPRM, the agency has considered
performance requirements for seat belt fit for booster seats or for
belt guidance devices in accordance with section 3(b)(2) of Anton's Law
and has decided against such rulemaking at this time.
Section 4(b)
Section 4(b) of Anton's Law requires the initiation of a rulemaking
proceeding for the adoption of an anthropomorphic test device that
simulates a 10-year-old child for use in testing child restraints used
in passenger motor vehicles. Today's NPRM responds to section 4(b) by
proposing to adopt the Hybrid III 10-year-old dummy into FMVSS No. 213
as a test device used to test child restraints recommended for children
weighing over 50 lb. NHTSA is also issuing an NPRM proposing to adopt
specifications and performance requirements for the dummy into 49 CFR
Part 572, Subpart T.
c. Summary of Responses to Public Law 107-318
In summary, NHTSA has considered and addressed all but one of the
elements set forth in section 3 of the statute and has responded to
section 4(a). Today's NPRM addresses the one outstanding element of
section 3 (whether there should be belt fit performance requirements),
and responds to section 4(b) by initiating rulemaking for the adoption
of the Hybrid III 10-year-old dummy into FMVSS No. 213. It also would
further expand the applicability of FMVSS No. 213 to restraints
recommended for children up to 80 lb.
III. Expanded Coverage and Improved Evaluation of Booster Seats
a. Introduction
There has been considerable interest over the years in expanding
the applicability of FMVSS No. 213 to increase the likelihood that
child restraints (booster seats) that are recommended for older
children will perform adequately in a crash. This interest goes hand-
in-hand with efforts to increase booster seat use among children who
have outgrown their child safety seat, but who cannot adequately fit a
vehicle's lap and shoulder belt system. NHTSA recommends that children
who have outgrown child safety seats should be properly restrained in
booster seats until they are at least 8 years old, unless they are at
least 4'9 inches tall. The goal of expanding the applicability of FMVSS
No. 213 is to ensure booster seats that are recommended for children
over the current weight limit meet the dynamic test requirements of the
standard.
In the TREAD Act final rule, the applicability of FMVSS No. 213 was
expanded to child restraint systems for children who weigh up to 65 lb.
The agency also specified the use of the weighted 6-year-old (62-lb)
test dummy to test restraints at the upper weight range. Use of the
weighted dummy was viewed as an interim measure until the Hybrid III
10-year-old dummy was available.
The agency has completed its evaluation of the Hybrid III 10-year-
old test dummy and is satisfied that the dummy's performance merits its
proposal for use in FMVSS No. 213 compliance tests. (Hereinafter, the
10-year-old dummy is referred to as the ``HIII-10C dummy.'') In a
separate NPRM published on July 13, 2005 (70 FR 40281; Docket No. NHTSA
2004-24217), the agency has proposed incorporation of the HIII-10C into
49 CFR part 572, ``Anthropomorphic test dummies.''
Today's NPRM seeks to enhance child passenger safety by way of the
proposals discussed below. It should be noted, however, that data
indicate that booster seats are generally very effective items of
equipment. Based on its survey of vehicle crashes,\4\ Children's
Hospital of Philadelphia found that the odds of injury, adjusting for
child, driver, crash, and vehicle characteristics, were 59 percent
lower for children between the ages of 4 and 7 years in belt
positioning booster seats than in seat belts alone. Children in belt
positioning booster seats experienced no abdomen, neck/spine/back, or
lower extremity injuries, while children in seat belts alone suffered
injuries to all body regions.
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\4\ Children's Hospital of Philadelphia performed a cross
sectional study of children ages 4 to 7 years in crashes of insured
vehicles in 15 states. Data was collected via telephone and
insurance claims records for 3616 crashes involving 4243 children.
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Generally, current booster seat designs provide a high level of
protection. Today's proposals are intended to ensure that all booster
seats maintain this level of safety. If made final, the proposals would
ensure that booster seats are robustly assessed to make sure that they
would perform soundly in a 30 mile per hour (mph) crash when used by
children at the upper limit of their recommended weight range,
typically up to 80 lb. Booster seats recommended for children weighing
up to 65 lb are now subject to FMVSS No. 213 testing, but they are now
tested with a 50-lb instrumented dummy and with a 62-lb uninstrumented
dummy. The standard does not now evaluate the boosters' performance
with an instrumented test dummy weighing between 62 and 80 lb. Under
today's NPRM, the ability of the boosters recommended for children
weighing up to 80 lb to meet the performance requirements of FMVSS No.
213 would be assessed with the 77-lb Hybrid III 10-year-old dummy.
This notice addresses three issues. First, we propose to test
restraints with the HIII-10C dummy, i.e., the dummy itself and how
FMVSS No. 213 would be amended to reflect use of the dummy. Second, we
explore whether the mass of belt-positioning boosters with seat backs
should be limited, i.e., whether in a frontal crash, forces generated
by the mass of the seat back could overload the child occupant's chest.
Third and last, in Appendix A to this NPRM, we discuss the agency's
consideration of whether FMVSS No. 213 should be extended to belt-
positioning devices.
b. Proposed Amendments to FMVSS No. 213
1. Hybrid III-10C Test Dummy
NHTSA has been interested in a test dummy between the sizes of a 6-
year-old and a 5th percentile adult female for several years.\5\ In
early 2000, NHTSA asked the Society of Automotive Engineers (SAE) Dummy
Family Task Group (DFTG) to develop a test dummy representative of a
10-year-old child. The agency wanted a dummy with a basic construction
that would allow the dummy to be positioned in erect seated, slouched
seated, standing, and kneeling postures. The ability of the test dummy
to be positioned in a slouched posture was of particular importance
because children whose legs are too short to allow them to bend their
knees when sitting upright against a vehicle seat back will slouch down
when seated directly on a vehicle seat in order to bend their knees
over the edge of the seat for comfort.\6\ It was thought that slouching
could affect the placement of the lap belt portion of the seat belt on
the abdomen \7\ and thereby affect real-world performance of the seat
belt in a vehicle.
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\5\ A 5th percentile adult female is approximately the size of a
12-year-old.
\6\ ``Study of Older Child Restraint/Booster Seat Fit and NASS
Injury Analysis,'' Klinich et al., DOT HS 808 248, November 1994.
\7\ Discussion of the slouch factor's contribution to poor belt
fit can also be found at 64 FR at 44164, 44169 (August 13, 1999;
Docket No. NHTSA 99-5100).
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The HIII-10C dummy was envisioned as having the same general
construction
[[Page 51723]]
as the adult dummies of the Hybrid III dummy family, but scaled to the
average dimensions of a 10-year-old child. The most recent growth
charts for children in the USA, developed by the National Center for
Health Statistics (NCHS) for the Center for Disease Control (CDC 2000)
indicate that the average 10-year-old child weighs 79.3 lb (36.05 kg),
has a standing height of 56 in (1,422 mm) and a seated height of 28 in
(711 mm). The Hybrid III-10C is close to its human counterpart with a
weight of 77.6 lb, a standing height of 51 inches and a seated height
of 28 inches. The dummy was developed with instrumentation measuring
injury parameters for the head, neck, shoulder, thorax, pelvis, femur,
and tibia.
The agency began evaluating the first production prototype of the
HIII-10C test dummy in 2002. Extensive evaluation of the dummy
continued through mid-2004. The evaluation has demonstrated good
biofidelity, repeatability, reproducibility, and durability. \8\ The
agency has tentatively concluded that the Hybrid III-10C would provide
an accurate representation of a 10-year-old child for the testing
proposed in this NPRM. The agency is concurrently proposing
incorporation of the Hybrid III-10C test dummy 49 CFR part 572,
Anthropomorphic test devices, by way of an NPRM published on July 13,
2005 (70 FR 40281; Docket No. NHTSA 2004-24217).
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\8\ ``Technical Evaluation of the Hybrid III Ten Year Old Dummy
(HIII-10C),'' supra.
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2. Extending the Applicability of the Standard
Based on the availability of the Hybrid III-10C test dummy, the
agency is now proposing to extend the applicability of FMVSS No. 213 to
include child restraint systems, including booster seats, recommended
for use by children weighing up to 80 lb (36 kg).\9\ Under the
proposal, all child restraint systems, including booster seats,
recommended for children weighing more than 50 lb, would be required to
meet the specified injury criteria when tested with both the Hybrid III
6-year-old dummy (49 CFR part 572, Subpart N) (HIII-6C) and the HIII-
10C test dummies. All child restraint systems, including booster seats,
certified for use by children weighing between 40 and 50 lb would be
required to meet the specified injury criteria when tested with the
HIII-6C test dummy.
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\9\ It is noted that the proposed extension would harmonize
FMVSS No. 213 with ECE Regulation 44, in that both standards would
regulate child restraint systems recommended for use by children
weighing up to 36 kg.
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For convenience, Table 1 sets forth how test dummies are currently
used in FMVSS No. 213, and the changes being proposed by this NPRM.
Table 1.--Use of Dummies
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Dummies currently
Recommended mass range used in Proposed change
(Kilograms) compliance testing
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Not greater than 5 kg (0 to 11 Newborn........... Unchanged
lb).
Greater than 5 but not greater Newborn, CRABI.... Unchanged.
than 10 kg (11 to 22 lb).
Greater than 10 but not greater CRABI, HIII 3- Unchanged.
than 18 kg (22 to 40 lb). year-old.
Greater than 18 kg but not HIII 6-year-old... Unchanged.
greater than 22.7 kg (40 to 50
lb).
Greater than 22.7 kg (50 to 80 Weighted HIII 6- HIII 6-year-old,
lb). year-old. HIII-10C.
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The agency has tentatively decided that it would no longer use the
weighted HIII 6-year-old dummy (which weighs 62 lb) to test child
restraints because HIII 6-year-old and the HIII-10C dummies appear
sufficient to evaluate the performance of a child restraint recommended
for children weighing over 50 lb.\10\ Comments are also requested on
whether the HIII-10C dummy should be used to test any child restraint
that is recommended for use by children weighing over 50 lb.
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\10\ While provisions providing for using the weighted Hybrid
III-6C test dummy in testing would be eliminated from FMVSS No. 213
under the proposal, specification for the test dummy would be
maintained in Part 572 because of the potential for future research
and evaluation involving the dummy.
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The agency proposes to provide manufacturers with two years of lead
time from the date of a final rule. Optional early compliance with the
requirements would be permitted.
3. Injury Criteria for the Hybrid III-10C Test Dummy
a. Proposed Criteria
The performance criteria that a child restraint must meet when
restraining a test dummy would generally be unchanged, except for the
buckle release requirements as described below. The requirements
regarding dynamic performance, force distribution, installation, child
restraint belts and buckles and flammability would thus be generally
uniform for all restraints, including those tested with the HIII-10C
dummy.
Consistent with current FMVSS No. 213 requirements, we are
proposing to adopt the following maximums for the injury criteria
measurements for the Hybrid III-10C: HIC36 = 1000; chest
acceleration = 60 g's (3 millisecond clip); head excursion = 813
millimeters (mm) for untethered condition,\11\ head excursion = 720 mm
for tethered condition; and knee excursion = 915 mm. Given the
effectiveness of booster seats currently in use, the agency tentatively
concludes the proposed injury values would be appropriate to ensure the
continued effectiveness of child restraints recommended for children
weighing up to 80 lb. While injury data for older children in booster
seats is very limited at this time, the agency is not aware of injuries
unique to children in booster seats that would necessitate separate and
differing injury criteria limits. The agency believes that the injury
criteria proposed in this document would ensure that the effectiveness
seen across all types of child restraint systems would be maintained
for restraints recommended for children weighing up to 80 lb.
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\11\ In adopting more stringent head excursion regulations,
boosters were excluded from the more stringent head excursion
requirements because they are not tethered (see, 64 FR 10786; March
5, 1999; Docket No. 98-3390).
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In December 2003, the agency's Vehicle Research and Test Center
(VRTC) tested eight booster seat models with the HIII-10C dummy in sled
tests replicating the FMVSS No. 213 test configuration. Tests were also
performed on two HIII-10C test dummies restrained by a lap/shoulder
belt only, one was seated upright and
[[Page 51724]]
one slouched. There was only one failure in the test series, a booster
seat with a measured HIC (36) value of 1018, just marginally above the
1000 limit. Chest resultant accelerations and head and knee excursions
were all well within the proposed limits in all tests with the FMVSS
No. 213 pulse.\12\ Test results are shown in Table 2.
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\12\ See ``Hybrid III 10-Year-Old Dummy (HIII-10C) Injury
Criteria,'' Stammen; Vehicle Research and Test Center, National
Highway Traffic Safety Administration (September 2004).
Table 2.--HIII-10C Injury Response
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Chest Acc
Test No. Seat HIC 36 (G) Head (mm) Knee (mm)
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EFF1................................ Cosco Gnd Explorer.... 679 44.4 353 665
EFF1................................ Evenflo Right Fit..... 568 43.8 371 687
EFF2................................ Century Next Step..... 607 46.8 438 710
EFF2................................ Cosco Voyager......... 1018 50.3 434 750
EFF3................................ Graco Grand Cargo..... 993 54.6 444 745
EFF3................................ Century Breverra...... 659 45.7 422 714
EFF4................................ Britax Bodyguard...... 480 39.5 410 743
EFF4................................ Baby Trend Recaro..... 356 45.5 513 738
EFF5................................ No Booster............ 1105 45.7 445 801
EFF5................................ No Booster............ 855 42.2 385 768
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The post-impact buckle force release requirement (S5.4.3.5(b))
currently differs according to the mass of the test dummy or dummies
used in testing a child restraint, and would continue to do so under
this proposal. Currently, S5.4.3.5(b) requires each child seat belt
buckle to release when a force of not more than 71 N is applied, while
tension (simulating a child restrained in the child seat) is applied to
the buckle. Tension is applied because a child in the seat could impose
a load on the belt buckle, which increases the difficulty of releasing
it. (This requirement typically does not apply to a booster seat
because boosters do not generally include a buckle as part of its
structure.) If a child restraint were designed such that it would be
tested with the HIII-10C dummy under this NPRM and had a buckle as part
of the restraint's belt assembly, a tension of 437 \13\ Newtons would
be applied when the buckle is tested according to the test procedures
(S6.2).
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\13\ This value was calculated using the same ratio of dummy
mass vs. applied tension used when the agency adopted the weighted
6-year-old dummy into FMVSS No. 213 for use in compliance testing.
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b. Criteria Under Development
In developing injury criteria, VRTC also recognized a need to
explore development of abdominal injury criteria for the HIII-10C. The
kinematics that result in this type of injury are commonly referred to
as ``submarining.'' Submarining is when the pelvis becomes unrestrained
by the lap belt portion of a safety belt assembly and then slides under
the lap belt in a frontal impact. As a result, the belt is free to
enter the abdominal cavity and cause injury to the unprotected internal
organs and lumbar spine.
VRTC developed a ratio, the abdominal injury ratio (AIR), which
uses impulse calculations from the iliac compressive and lumbar shear
forces to identify dummy kinematics associated with submarining.
Preliminary testing indicated that the AIR might provide a basis for
evaluating submarining potential.
At this time the agency is not proposing to establish injury
criteria based on the AIR calculation. The agency has limited data with
respect to the AIR parameter and additional testing is needed to
evaluate its effectiveness in predicting abdominal loading in a
consistent and accurate manner. However, the agency intends to continue
efforts in developing an objective means to measure and evaluate
abdominal loading, both through continued evaluation of the AIR
parameter as well as alternative methods of measurement.
We note that when knee excursion was originally established in
FMVSS No. 213, we stated that its purpose was to prevent manufacturers
from controlling the amount of head excursion by designing restraints
that permit an occupant to slide downward and forward, legs first (44
FR 72133). In the context of knee excursion, the agency referred to an
occupant sliding legs first under a lap belt as ``submarining.''
However, knee excursion is one of two potential major consequences of
``submarining.'' Regarding AIR parameters, ``submarining'' can also
result in movement of the belt from the pelvic area into the abdominal
cavity. This does not necessarily result in excessive knee excursion.
Discussions of ``submarining'' in the remainder of this document focus
on the factors related to the AIR parameters.
c. Chest Deflection and Mass Limit for Boosters
We are requesting comment on eliminating the 4.4 kg mass limit for
belt-positioning boosters. In place of the mass limit, we are
considering the incorporation of the in-position chest deflection
requirements from FMVSS No. 208 for the Hybrid III-3C, -6C, and 10C
test dummies. The agency believes that chest deflection requirements
may provide an alternative to the use of a mass limit for preventing
excessive belt forces from being loaded on a child occupant.
Background
Presently, S5.4.3.2, Direct restraint, of FMVSS No. 213 requires
that:
Except for a child restraint system whose mass is less than 4.4
kg, * * * each Type I and lap portion of a Type II vehicle belt that
is used to attach the system to the vehicle shall, when tested in
accordance with S6.1, impose no loads on the child that result from
the mass of the system[.]
In a March 16, 1994 notice of proposed rulemaking, the agency
proposed to prohibit child restraint designs that would result in a
vehicle's lap belt, or lap portion of a lap/shoulder belt belts,
imposing any load on a child resulting from the mass of the restraint
system (59 FR 12225; Docket No. 74-09; Notice 35). In response, several
commenters stated that the proposal would eliminate high-back belt
positioning booster seats from the market because these restraint
systems impose a load on a child through the lap belt portion of a
vehicle's belt assembly. Commenters also stated that there was
[[Page 51725]]
no apparent safety problem with belt-positioning boosters that would
justify a prohibition. Additionally, they stated that there would be no
practical way to measure the load imposed on a test dummy seated in a
belt-positioning booster.
In response to these comments, the agency excluded child restraints
with a mass less than 4 kg from the belt loading provisions in S5.4.3.2
(60 FR 35126; July 6, 1995; Docket No. 74-09, Notice 42). In that final
rule, we explained that it was not our intention to prohibit belt-
positioning boosters, nor did we believe that there was a sufficient
safety problem to warrant such a prohibition. At the time of the March
1995 final rule, as currently, there was no test dummy available to
measure abdominal loading reliably. Additionally, there was no
established method for measuring seatback load on a child dummy or an
associated injury correlation. Nonetheless, the agency stated that seat
back loads could, at some level, injure a child occupant in a crash.
As an alternative to developing a method to measure and identify
excessive loads, the agency established the mass limit to prevent
future injuries resulting from overloading a child occupant from a
``massive seat back'' on a child restraint. The 4 kg mass limit was
based on the agency's understanding of the mass range of belt-
positioning boosters then on the U.S. market and the absence of
indication of a safety problem with such restraints, and was consistent
with requirements in Europe. The limit was later increased to 4.4 kg
after a child restraint manufacturer petitioned the agency, stating
that it also marketed a seat with a mass of almost 4.4 kg and that the
seat should have been a part of the assessment (61 FR 30824; June 18,
1996; Docket No. 74-09, Notice 46).
Since that time, the agency decided that it would not enforce the
requirements of S5.4.3.2 against belt-positioning seats that have a
mass greater than 4.4 kg until further notice (Letter to John
Stipancich; April 11, 2003; Docket No. NHTSA 2003-15005-1).
Recent Developments
Recent agency research has tentatively led us to reconsider the
current mass limit. In developing the injury criteria for the Hybrid
III-10C \14\, VRTC conducted a number of tests to examine the impact of
belt-positioning booster seat mass on child occupants. VRTC conducted
tests to explore the potential for more massive booster seats to cause
excessive belt forces. The following Table 4 provides the data
collected.
---------------------------------------------------------------------------
\14\ ``Hybrid III 10-Year-Old Dummy (HIII-10C) Injury Criteria
Development,'' supra.
Table 4.--Lap and Shoulder Belt Forces for Booster and Non-Booster Tests
----------------------------------------------------------------------------------------------------------------
Lap force Shoulder
Seat Mass (kg) Mass (lb) Weight rating (N) force (N)
----------------------------------------------------------------------------------------------------------------
Cosco Grand Explorer........................ 1.50 3.30 40-80 lb 4707 5833
Evenflo Right Fit........................... 1.42 3.12 40-80 lb 4238 6446
Century Next Step........................... 4.28 9.42 30-100 lb 2125 5525
Cosco Voyager............................... 3.09 6.80 30-80 lb 2739 6494
Graco Grand Cargo........................... 3.44 7.57 30-80 lb 1454 5987
Century Breverra............................ 4.25 9.35 30-80 lb 1269 5665
Britax Bodyguard............................ 5.98 13.16 40-100 lb 1690 6108
Baby Trend Recaro........................... 8.87 19.51 30-80 lb 2283 6436
No Booster.................................. ........... ........... .............. 2781 5684
No Booster.................................. ........... ........... .............. 1965 5348
----------------------------------------------------------------------------------------------------------------
Note: The Cosco Grand Explorer and the Evenflo Right Fit have no
back. All other booster seats in this evaluation are high-back belt-
positioning booster seats.
While limited, the VRTC data did not demonstrate a correlation
between seat mass and belt force. Because the VRTC tests provide a
limited data set, we are requesting data on the relationship between
the mass of belt-positioning boosters and belt loads on child
occupants.
Although the VRTC data did not demonstrate a mass-belt force
correlation, we are still concerned about the potential for excessively
heavy high-back belt-positioning seats to cause loading on a child,
crushing the chest between the booster seat back and the shoulder belt.
To explore this concern, VRTC also examined the relationship between
seat mass and the measured chest deflection of a child test dummy. VRTC
ran tests with various booster seats installed according to the
restraint manufacturers' instructions, except that if a booster seat
was equipped with a tether the tether was not employed.
Table 5.--Booster Seat Mass Versus Chest Deflection
------------------------------------------------------------------------
Chest
Seat Mass (kg) deflection
(mm)
------------------------------------------------------------------------
Century Next Step............................. 4.28 34.1
Cosco Voyager................................. 3.09 33.7
Graco Grand Cargo............................. 3.44 38.1
Century Breverra.............................. 4.25 33.4
Britax Bodyguard.............................. 5.98 28.7
Baby Trend Recaro............................. 8.87 41
------------------------------------------------------------------------
Initial data show that the heaviest booster tested in the agency's
limited test series resulted in the highest measured chest deflection
with the HIII-10C test dummy. However, the second heaviest booster
resulted in the lowest measured chest deflection. Injury assessment
reference values (IARVs) for the 10-year-old dummy have been developed
for FMVSS Nos. 208 and 213 research testing.\15\ The agency is
considering proposing a chest deflection limit of 44 mm, which is a
value that falls between the IARV for the 6-year-old out-of-position
test requirement and the 5th percentile female in-position limits. All
of the booster seats tested measured below the chest deflection limit
of 44 mm.
---------------------------------------------------------------------------
\15\ ``Hybrid III 10 Year Old Dummy (HIII-10C) Injury
Criteria,'' supra.
---------------------------------------------------------------------------
In the TREAD Act final rule, the agency declined to adopt chest
deflection as a measured injury parameter in FMVSS No. 213 because of
the lack of evidence that chest injuries are occurring in the real
world. Further, existing restraints were shown generally to have
difficulty in meeting the FMVSS No. 208 chest deflection requirements.
The agency stated in the TREAD Act
[[Page 51726]]
final rule that we were concerned that restraint redesigns for the
purposes of meeting chest injury criteria could compromise other
aspects of injury protection.
However, the recent data are causing the agency to reconsider chest
deflection criteria for belt-positioning boosters, particularly if
there is a possibility that these boosters may become more massive in
the future to accommodate larger children. To address the potential of
booster seat mass loading a child through the lap/shoulder belt, we are
considering establishing chest deflection criteria. We request comment
on the merits of this approach.
IV. Performance Criteria for Belt Fit
Section 3(b)(2) of Anton's Law directs the agency to consider
establishing performance requirements for booster seats and other belt
guidance devices regarding belt fit. Several studies, described below,
have explored the extent to which booster seats differ in how they
affect the fit of a vehicle's belts on a child. The agency has analyzed
the belt fit studies and is unable to demonstrate that small
differences in belt fit resulting from various booster seats translate
into associated improvements in the dynamic performance of a belt
system in a crash. Therefore, the agency is not proposing performance
criteria for safety belt fit for booster seats or other belt guidance
devices, but will continue development of tools necessary to identify
improper belt loading; e.g. development of AIR injury criteria.
a. IIHS Study
In a small-scale study involving static testing, the Insurance
Institute for Highway Safety \16\ (IIHS) noted that belt fit varies
depending upon a child's physique and belt-positioning booster
design.\17\ IIHS evaluated belt-fit with and without booster seats in
the rear seats of three different vehicles (two sedans and a minivan)
using a Hybrid III 6-year-old child dummy (HIII-6C), along with three
children of varying ages, heights and weights: a 4 year old child, 39
inches tall, 39 pounds; a 5 year 4 month old child, 45 inches tall, 42
pounds; and a 6 year 11 month old child, 45 inches tall, 62 pounds.
Each child was positioned in each vehicle while seated in each of six
booster seats selected by IIHS, and in one trial positioned directly on
the vehicle seat cushion. The test dummy was positioned in each vehicle
while seated in each of 25 booster seats selected by IIHS.
---------------------------------------------------------------------------
\16\ IIHS is a non-profit group focused on motor vehicle safety
and is funded by the insurance industry.
\17\ See Docket No. NHTSA-2001-10359-10.
---------------------------------------------------------------------------
IIHS's data demonstrated that some booster seats improved the belt
fit for all of the children in the study, some booster seats did not
improve fit, and some worsened belt fit. In determining a ``good fit,''
IIHS relied on NHTSA's guidelines regarding proper fit of a child
restraint device, i.e., that the lap portion of a belt system should
rest on the upper thighs to minimize instances of submarining and
abdominal injury. In evaluation with the HIII-6C, IIHS determined that
only a small number of the booster seats tested routed the lap belt
properly. In some instances, the booster seat routed the lap portion of
the belt directly over test dummy's abdomen.
The IIHS report expressed concern that poor belt fit may not be
identified through dynamic testing of child restraint systems because
dynamic testing may not replicate some critical occupant kinematics and
injury patterns of real children. IIHS cited the inability of current
test dummies to assess abdominal injury risk from improperly positioned
lap belts. IIHS concluded that even if a new test dummy were to include
instrumentation to measure abdominal loads, it is unlikely that a test
dummy would submarine in a dynamic test because a dummy typically has a
rigid spine and molded hips.
b. NHTSA Studies
In response to Anton's Law, the agency conducted two studies to
examine the static belt fit of a vehicle's safety belt given various
seating positions, dummies, and restraint types. The reports can be
found in the docket for this rulemaking.
1. ``Static Evaluation of Belt Fit for Hybrid III 6- and 10-year-old
and 5th Female Dummies in Rear Outboard Seating Positions''\18\
---------------------------------------------------------------------------
\18\ Louden, VRTC NHTSA, November 2003.
---------------------------------------------------------------------------
i. Survey Approach. The first study examined belt fit in 20
passenger vehicles, ranging from model year (MY) 1999 to 2004, for lap
and shoulder belts in the outboard rear position. To achieve a
representative sample of the vehicle fleet, the survey fleet was
comprised of three compact cars, three mid-size cars, five large size
cars, five sport utility vehicles (SUVs), and four minivans. Some of
these vehicles had adjustable shoulder belts.
The vehicle seats were evaluated with a combination of the Hybrid
III 5th percentile adult female, the HIII-6C and the HIII-10C test
dummies, with each dummy seated directly on the seat cushion and
properly buckled. The female test dummy was tested in all of the
vehicles, while the child test dummies were tested at an outboard
seating position in 12 of the 20 test vehicles.
In addition to determining belt fit with the dummies seated
directly on a vehicle seat, we also used a small number of belt
positioning boosters with the HIII-6C and HIII-10C test dummies. The
test employed three booster seats: a high back booster without a lap
belt guide, a high back booster with a lap belt guide, and a backless
booster seat.\19\ The HIII-6C test dummy was tested in all of the
booster seats, while the HIII-10C test dummy was tested only in the
backless booster seat.
---------------------------------------------------------------------------
\19\ A backless booster seat may list a maximum recommended
height, but are only recommended for use in a seating position that
has a head rest or where a child's ears are below the top of a
vehicle's seat back.
---------------------------------------------------------------------------
The seating procedure used for each dummy was the same. The dummies
were placed in the center of the seating position with their backs
touching the seat back. The legs were bent over the front edge of the
seat, if possible. Otherwise, the legs were positioned straight out in
front of the dummy. The belt was then placed over the test dummy's
torso and buckled. The shoulder belt was pulled out two to three times
and allowed to fall naturally onto the torso. When a booster seat was
used, it was positioned in the center of the seating position, the
dummy was placed in the booster seat, and the vehicle belt was routed
per the child restraint manufacturer's instructions.
Based on a 1992-1993 survey, VRTC determined proper belt fit on the
dummy as the shoulder belt's fitting between the neck and shoulder at
an angle of approximately 55-56 degrees from the centerline of the test
dummy, and the lap belt's fitting over the pelvic area and upper
thigh.\20\ Each dummy was marked with tape showing where the belts
should be properly positioned on each dummy. A good belt fit was
determined by comparing the position of a vehicle's belt to the tape
markings. Both seating position and belt fit were judged to be good
when (1) A dummy's back was against the seatback, (2) its legs were
bent at the knee joint over the front edge of the seat without
slouching, (3) the shoulder belt remained across the torso without
getting onto the neck or out onto the shoulder, and (4) the lap belt
was on the pelvic bone or top of the
[[Page 51727]]
thighs. The quality of belt fit was then quantitatively rated based on
the difference between the location of the belt compared to the
location of the tape markings on the test dummy at three critical
points: The shoulder belt at the neckline, the shoulder belt at the
torso, and the lap belt at the center of the pelvis. These three
numbers were then averaged to produce a rating of poor, fair, or good.
---------------------------------------------------------------------------
\20\ ``Improved design for safety belts,'' Chambers, Sullivan
and Duffy, June 1993. DOT HS 808-082.
---------------------------------------------------------------------------
ii. Results: The results of the survey demonstrated that generally,
booster seats improved the rating for the child dummies. Adjustable
upper anchorages in the rear seat also generally improved shoulder belt
fit for all occupant sizes, particularly when used in conjunction with
a booster seat. In virtually all of the vehicles surveyed, belt fit for
the HIII-6C and HIII-10C test dummies in the outboard seating position
improved when belt-positioning devices were used.
For the HIII-10C test dummy, use of a seat belt alone resulted in
at least a fair rating 66 percent of the time. Use of the backless
booster seat improved the seat belt fit from ``fair'' to ``good'' by 62
percent for the HIII-10C test dummy. For both child test dummies, the
booster seats had the potential to reduce the incidence of slouching by
permitting the dummy's legs to bend at the knees for comfort, which is
not possible when seated directly on the vehicle seat in the belt only.
While use of booster seats generally improved the rating for the
child test dummies, not all booster seats equally affected belt fit on
the two child test dummies. Overall, the HIII-6C fit best in both a
backless booster seat and a high back booster seat. However, in one
vehicle, the use of the backless booster seat actually decreased the
rating for the HIII-10C when compared to the belt only. In that test,
the backless booster seat raised the test dummy up too high for a
proper belt fit given the anchorage placement in that vehicle,
resulting in a ``poor'' rating. This was because the placement of the
shoulder belt was somewhat suspended in the rear window.
2. ``Static Evaluation of Belt Fit for Hybrid III 6- and 10-Year-Olds''
\21\
---------------------------------------------------------------------------
\21\ ``Static Evaluation of Belt Fit for Hybrid III 6-Year-Old
and 10-Year-Old,'' Louden, VRTC NHTSA, August 2003.
---------------------------------------------------------------------------
i. Survey approach. The second study evaluated belt fit with and
without booster seats and with aftermarket belt positioning devices in
the center rear seating position for two different sized child dummies.
The procedure for this study was similar to that in the first
study. VRTC evaluated the belt fit with three booster seats: a high
back booster without lap belt guide, a high back booster with lap
guide, and a backless booster seat. Also evaluated were three
aftermarket belt positioning devices. Each belt positioning device was
recommended by its manufacturer for occupants weighing more than 50 lb.
Each manufacturer recommended that children under 50 lb be restrained
in a convertible or booster seat. To provide for a vehicle sample
population representative of the vehicle fleet, the surveyed vehicles
ranged from MY 1999 to 2004 and consisted of three compact cars, three
mid-sized cars, three large size cars, five SUVs, and three minivans.
Each vehicle was equipped with a lap and shoulder belt in the center
rear position. The study used the Hybrid III-6C and -10C test dummies.
Dummy seating procedures and determination of belt fit were the same as
in the first VRTC study.
ii. Results: The second survey also demonstrated that booster seats
generally improved the belt fit rating for both the Hybrid III 6-year-
old and 10-year-old test dummies. As in the first survey, belt fit for
the 6-year-old test dummy was generally poor when restrained only with
a vehicle's belt assembly. In approximately 76 percent of the vehicles
tested, when the Hybrid III-6C was restrained using only the vehicle
belt system, the shoulder belt interacted with the neck and/or the lap
belt was above the pelvic area. In all of the vehicles used in this
study, the Hybrid III-6C test dummy's legs could not bend at the seat
edge.
Belt fit for the HIII-10C was also generally poor when restrained
with the vehicle's belts only. Approximately 53 percent of the
positions evaluated resulted in a ``poor'' rating for the HIII-10C test
dummy and the dummy's legs could only be bent over the vehicle's seat
edge in 40 percent of the positions.
With the HIII-6C test dummy, use of a booster seat resulted in
approximately 82 percent of the positions being evaluated as having a
``fair'' to ``good'' fit. However, as in the first survey, the
improvement was not uniform among the three booster seat models. The
high back booster with lap belt guide resulted in 76 percent of the
positions evaluated with the HIII-6C dummy being rated ``good,'' the
high back booster without a lap belt guide resulted in approximately 71
percent of the positions tested with the HIII-6C being rated ``fair''
to ``good,'' and the backless booster seat resulted in 76 percent of
the positions evaluated being rated ``fair'' to ``good.''
In some vehicles, positioning the HIII-6C dummy in a booster seat
resulted in problems. In one instance, use of the backless booster seat
caused the shoulder belt to come across the neck of the dummy,
resulting in a ``poor'' fit. The high back booster seat without guides
had a head restraint that, in some vehicles, interacted with the
shoulder belt, resulting in a ``poor'' rating.
For the HIII-10C test dummy, the use of a booster seat improved the
belt fit from ``poor'' to ``good'' by 90 percent.
Overall, the belt positioning devices improved belt fit. However,
it is not known how these devices would affect belt performance when
tested dynamically. Additionally, there were several issues of concern
with the devices. Some of the devices wrap the vehicle's shoulder belt
around them, which can add up to several inches of slack to the belt if
the device were to fail in a crash. Use of a device that was equipped
with a hard metal clip with a plastic coating often resulted in the
belt's becoming twisted near the retractor, the clip being positioned
close to the center of the dummy (on an area of soft tissue), and the
lap belt frequently being raised off of the pelvis.
c. Discussion of Static Belt Fit Studies
The static belt fit surveys generally demonstrated that booster
seats improve belt fit, but they also demonstrated variation in fit
that was attributable to the interaction between restraints and vehicle
designs. Both studies demonstrated that some vehicle-booster seat
combinations were not as good as others. Some boosters made the belts
fit the child dummy better in some vehicles than in others.
While these surveys identified potential for variation, it is
unknown whether the small variations in belt fit between the restraint
configurations evaluated in the studies would translate into variations
in safety benefits in an actual vehicle crash. The point at which belt
fit degrades the performance of the belts from the point of
``acceptable'' to ``unacceptable'' has not been determined. Although
NHTSA believes that belts are better positioned over bony structure of
the body than over soft tissue, how much variation from the optimal
placement of the belt should be permitted by a performance standard for
the fit to be considered ``passing'' is unknown.
Nor does the agency believe there is a need to make that known. The
agency believes that the dynamic performance requirements for child
restraint systems, including booster seats, provide for a better
evaluation of injury potential than
[[Page 51728]]
a static belt fit test. The standardized test seat assembly specified
in FMVSS No. 213 has been developed to be representative of existing
vehicle seat geometries; e.g., seat back and cushion angles, safety
belt anchorage location, and spacing, and cushion force/deflection
characteristics. All child restraint systems must meet the injury
performance criteria in a 30 mph simulated frontal crash on the test
seat assembly. The seat assembly was updated in the TREAD Act
rulemaking, supra, and will be used to test child restraints
manufactured on or after August 1, 2005. We believe that as child
restraint manufacturers optimize their restraint designs to meet the
performance requirements of FMVSS No. 213 using the updated
configuration of the standard test seat assembly, the fit of child
restraints in real-world vehicles may improve. While NHTSA believes
that ``proper'' belt fit, especially shoulder belt fit, is largely
dependent on vehicle design characteristics, the agency also believes
that this optimization of child restraint design to current vehicle
seat designs may translate into improved belt fit for children in
booster seats. In any event, NHTSA believes that FMVSS No. 213's
dynamic testing requirements provide a true and thorough evaluation of
the performance of the restraints. Accordingly, a static belt fit
performance requirement would not provide an additional safety benefit
commensurate with the burdens of such a rulemaking.
It should be noted that, as part of the agency's work in response
to the TREAD Act, we evaluated child restraint performance in vehicles
tested to the frontal crash program of the New Car Assessment Program
(NCAP). NCAP placed child restraint systems in the rear seat of
vehicles that undergo frontal barrier crash tests at 35 mph. Data
generated to date by testing with the HIII-3C dummy placed in a
forward-facing child restraint indicate that the performance of a child
restraint is largely dependent on the vehicle crash parameters, such as
the vehicle crash pulse, and less dependent on differences in design
between various restraints.\22\ Accordingly, for the reasons stated
above, the agency has decided that establishing performance
requirements for seat belt fit is not warranted.
---------------------------------------------------------------------------
\22\ Docket NHTSA-04-18682.
---------------------------------------------------------------------------
V. Benefits and Costs
The agency cannot quantify the benefits of this rulemaking.
However, the agency believes benefits will accrue by assuring child
restraints can meet the FMVSS No. 213 requirements over the range of
sizes of children for which they are recommended. Currently, booster
seats are required to use only a dummy representative of a 3-year-old
child at the lower end of the weight range and the weighted 6-year-old
dummy at the upper weight limit per configuration. The weighted 6-year-
old dummy is limited in representing heavier children that the booster
seats are labeled to accommodate. Inclusion of a test dummy
representative of a 10-year-old child would facilitate the testing of
booster seats and other child restraints by causing each restraint to
be tested with a test dummy better representative of children at the
upper limit of a specified weight range.
If adopted, this proposed rule would generally not increase the
testing that NHTSA conducts of child restraints.\23\ Currently,
restraints recommended for children weighing up to 65 lb are tested
with a weighted 6-year-old test dummy. The NPRM proposes to replace the
weighted 6-year-old dummy with the HIII-10C, rather than add a test
with the HIII-10C. Thus, the certification responsibilities of
manufacturers would not generally be affected. The 2004 price of an
uninstrumented 10-year-old dummy is about $36,550. The specified
instrumentation costs approximately $59,297.
---------------------------------------------------------------------------
\23\ There are no child restraints that are made only for
children weighing between 65 and 80 lb that arguable would be newly
subject to FMVSS No. 213.
---------------------------------------------------------------------------
Additionally, we do not believe that the proposed requirements
would require extensive redesign of existing booster seat designs. We
tentatively determined that any redesign required would be of minimal
cost. For further discussion of the benefits and costs, please refer to
the preliminary regulatory evaluation placed in the docket for this
rulemaking.
VI. Submission Of Comments
How Do I Prepare and Submit Comments?
Your comments must be written and in English. To ensure that your
comments are filed correctly in the Docket, please include the docket
number of this document in your comments.
Your comments must not be more than 15 pages long. (49 CFR 553.21)
NHTSA established this limit to encourage you to write your primary
comments in a concise fashion. However, you may attach necessary
additional documents to your comments. There is no limit on the length
of the attachments.
Please submit two copies of your comments, including the
attachments, to Docket Management at the address given above under
ADDRESSES. You may also submit your comments to the docket
electronically by logging onto the Docket Management System (DMS) Web
site at http://dms.dot.gov. Click on ``Help & Information'' or ``Help/
Info'' to obtain instructions for filing your comments electronically.
Please note, if you are submitting comments electronically as a PDF
(Adobe) file, we ask that the documents submitted be scanned using
Optical Character Recognition (OCR) process, thus allowing the agency
to search and copy certain portions of your submissions.\24\
---------------------------------------------------------------------------
\24\ Optical character recognition (OCR) is the process of
converting an image of text, such as a scanned paper document or
electronic fax file, into computer-editable text.
---------------------------------------------------------------------------
How Can I Be Sure That My Comments Were Received?
If you wish Docket Management to notify you upon its receipt of
your comments, enclose a self-addressed, stamped postcard in the
envelope containing your comments. Upon receiving your comments, Docket
Management will return the postcard by mail.
How Do I Submit Confidential Business Information?
If you wish to submit any information under a claim of
confidentiality, you should submit three copies of your complete
submission, including the information you claim to be confidential
business information, to the Chief Counsel, NHTSA, at the address given
above under FOR FURTHER INFORMATION CONTACT. In addition, you should
submit two copies, from which you have deleted the claimed confidential
business information, to Docket Management at the address given above
under ADDRESSES. When you send a comment containing information claimed
to be confidential business information, you should include a cover
letter setting forth the information specified in NHTSA's confidential
business information regulation (49 CFR part 512).
Will the Agency Consider Late Comments?
NHTSA will consider all comments that Docket Management receives
before the close of business on the comment closing date indicated
above under DATES. To the extent possible, the agency will also
consider comments that Docket Management receives after that
[[Page 51729]]
date. If Docket Management receives a comment too late for the agency
to consider it in developing a final rule (assuming that one is
issued), the agency will consider that comment as an informal
suggestion for future rulemaking action.
How Can I Read the Comments Submitted by Other People?
You may read the comments received by Docket Management at the
address given above under ADDRESSES. The hours of the Docket are
indicated above in the same location.
You may also see the comments on the Internet. To read the comments
on the Internet, take the following steps:
1. Go to the Docket Management System (DMS) Web page of the
Department of Transportation (http://dms.dot.gov).
2. On that page, click on ``simple search.''
3. On the next page (http://dms.dot.gov/search/searchFormSimple.cfm) type in the four-digit docket number shown at the
beginning of this document. Example: If the docket number were ``NHTSA-
1998-1234,'' you would type ``1234.'' After typing the docket number,
click on ``search.''
4. On the next page, which contains docket summary information for
the docket you selected, click on the desired comments. You may
download the comments. Although the comments are imaged documents,
instead of word processing documents, the ``pdf'' versions of the
documents are word searchable.
Please note that even after the comment closing date, NHTSA will
continue to file relevant information in the Docket as it becomes
available. Further, some people may submit late comments. Accordingly,
the agency recommends that you periodically check the Docket for new
material.
Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit
http://dms.dot.gov.
VII. Rulemaking Analyses and Notices
A. Vehicle Safety Act
Under 49 U.S.C. Chapter 301, Motor Vehicle Safety (49 U.S.C. 30101
et seq.), the Secretary of Transportation is responsible for
prescribing motor vehicle safety standards that are practicable, meet
the need for motor vehicle safety, and are stated in objective terms.
49 U.S.C. 30111(a). As defined by statute, motor vehicle safety
standards are to provide minimum standards for motor vehicle or motor
vehicle equipment performance. 49 U.S.C. 30102(a)(9). When prescribing
such standards, the Secretary must consider all relevant, available
motor vehicle safety information. 49 U.S.C. 30111(b). The Secretary
must also consider whether a proposed standard is reasonable,
practicable, and appropriate for the type of motor vehicle or motor
vehicle equipment for which it is prescribed and the extent to which
the standard will further the statutory purpose of reducing traffic
accidents and associated deaths. Id. Responsibility for promulgation of
Federal motor vehicle safety standards was subsequently delegated to
NHTSA. 49 U.S.C. 105 and 322; delegation of authority at 49 CFR 1.50.
The agency carefully considered these statutory requirements in
proposing these amendments to FMVSS No. 213.
We believe that the proposed amendments to FMVSS No. 213 would be
practicable. The proposed performance requirements are based on
existing requirements. Additionally, agency testing has demonstrated
that child restraint systems currently on the market would be able to
comply with the proposed requirements.
We believe that this proposed rule is appropriate for child
restraints recommended for use by children weighing up to 80 lb. The
establishment of performance criteria for these restraint systems would
help ensure that they provide optimized safety benefits for their
intended occupants, children weighing up to 80 lb. Accordingly, the
NPRM would meet the need for motor vehicle safety.
Further, the agency has tentatively determined that the HIII-10C
test dummy provides an objective tool for determining compliance of a
child restraint with the proposed requirements. Agency evaluation has
demonstrated the HIII-10C test dummy provides results that are valid,
repeatable and reliable.
Further, as stated above, we are proposing to establish performance
criteria for child restraint systems intended for children weighing up
to 80 lb. If made final, the proposed rulemaking would extend current
performance requirements to these child restraint systems intended for
heavier children.
With regard to Anton's Law, we have discussed those statutory
requirements above. As directed by Anton's Law, the agency has
initiated and completed rulemaking that (1) considered whether to
include injury performance criteria for child restraints, including
booster seats and other products for use in passenger motor vehicles
for the restraint of children weighing more than 50 pounds (see 68 FR
37620, supra), (2) considered whether to address situations where
children weighing more than 50 pounds only have access to seating
positions with lap belts, such as allowing tethered child restraints
for such children (see 69 FR 16202, supra), and (3) reviewed the
definition of the term ``booster seat'' in the Federal motor vehicle
safety standards to determine if it is sufficiently comprehensive (see
68 FR 37620, supra).
The outstanding element in section 3 of Anton's Law directing the
agency to consider whether to establish performance requirements for
seat belt fit when used with booster seats and other belt guidance
devices is addressed in this notice. The agency has considered
performance requirements for seat belt fit for booster seats or for
belt guidance devices in accordance with Sec. 3(b)(2) of Anton's Law
and has decided against such rulemaking at this time. Currently, field
data does not indicate a need for performance requirements for seat
belt fit for booster seats or for belt guidance devices.
B. Executive Order 12866 and DOT Regulatory Policies and Procedures
Executive Order 12866, ``Regulatory Planning and Review'' (58 FR
51735, October 4, 1993), provides for making determinations whether a
regulatory action is ``significant'' and therefore subject to Office of
Management and Budget (OMB) review and to the requirements of the
Executive Order. The Order defines a ``significant regulatory action''
as one that is likely to result in a rule that may:
(1) Have an annual effect on the economy of $100 million or more or
adversely affect in a material way the economy, a sector of the
economy, productivity, competition, jobs, the environment, public
health or safety, or State, local, or Tribal governments or
communities;
(2) Create a serious inconsistency or otherwise interfere with an
action taken or planned by another agency;
(3) Materially alter the budgetary impact of entitlements, grants,
user fees, or loan programs or the rights and obligations of recipients
thereof; or
(4) Raise novel legal or policy issues arising out of legal
mandates, the
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President's priorities, or the principles set forth in the Executive
Order.
NHTSA has considered the impact of this rulemaking action under
Executive Order 12866 and the Department of Transportation's (DOT)
regulatory policies and procedures (44 FR 11034, February 26, 1979).
The Office of Management and Budget did not review this rulemaking
document under Executive Order 12866.
We cannot quantify the benefits of this rulemaking. However, the
agency believes this rulemaking would improve the safety of child
restraint systems by providing for their more thorough compliance
testing. The result of this rule would be to provide better assurance
that each child restraint safely restrains the children for whom the
restraint is recommended.
The costs associated with the proposed rulemaking are largely
attributable to the expense of an instrumented HIII-10YO. The 2004
price of an uninstrumented 10-year-old dummy is about $36,550. The
specified instrumentation costs approximately $59,297. This NPRM does
not require manufacturers to use the test dummy in certifying their
child restraints. Rather, this NPRM proposes changes to how NHTSA would
conduct compliance testing under FMVSS No. 213. A complete discussion
of the costs is provided in the preliminary regulatory evaluation that
has been included in the docket for this rulemaking.
C. Regulatory Flexibility Act
Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq.,
as amended by the Small Business Regulatory Enforcement Fairness Act
(SBREFA) of 1996) whenever an agency is required to publish a notice of
rulemaking for any proposed or final rule, it must prepare and make
available for public comment a regulatory flexibility analysis that
describes the effect of the rule on small entities (i.e., small
businesses, small organizations, and small governmental jurisdictions).
The Small Business Administration's regulations at 13 CFR part 121
define a small business, in part, as a business entity ``which operates
primarily within the United States.'' (13 CFR 121.105(a)). No
regulatory flexibility analysis is required if the head of an agency
certifies the rule will not have a significant economic impact on a
substantial number of small entities. SBREFA amended the Regulatory
Flexibility Act to require Federal agencies to provide a statement of
the factual basis for certifying that a rule will not have a
significant economic impact on a substantial number of small entities.
NHTSA estimates there to be 13 manufacturers of child restraints, four
or five of which could be small businesses.
If adopted, this proposed rule would generally not increase the
testing that NHTSA conducts of child restraints. The proposal would
replace testing performed on restraints recommend for children weighing
up to 65 lb with a weighted 6-year-old test dummy with testing using
the HIII-10C. Thus, the certification responsibilities of manufacturers
would not generally be affected. I certify that this NPRM would not
impose a significant economic impact on a substantial number of small
entities, because these businesses currently must certify their
products to the dynamic test of Standard No. 213. They typically
provide the basis for those certifications by dynamically testing their
products using child test dummies. The effect of this NPRM on most
child restraints would be to subject them to testing with a new dummy
in place of an existing one. Testing child restraints on an updated
seat assembly is not expected to affect the performance of the
restraints significantly.
D. National Environmental Policy Act
NHTSA has analyzed this proposed rule for the purposes of the
National Environmental Policy Act and determined that it would not have
any significant impact on the quality of the human environment.
E. Executive Order 13132 (Federalism)
Executive Order 13132 requires NHTSA to develop an accountable
process to ensure ``meaningful and timely input by State and local
officials in the development of regulatory policies that have
federalism implications.'' ``Policies that have federalism
implications'' is defined in the Executive Order to include regulations
that have ``substantial direct effects on the States, on the
relationship between the national government and the States, or on the
distribution of power and responsibilities among the various levels of
government.'' Under Executive Order 13132, the agency may not issue a
regulation with Federalism implications, that imposes substantial
direct compliance costs, and that is not required by statute, unless
the Federal government provides the funds necessary to pay the direct
compliance costs incurred by State and local governments, the agency
consults with State and local governments, or the agency consults with
State and local officials early in the process of developing the
proposed regulation. NHTSA also may not issue a regulation with
Federalism implications and that preempts State law unless the agency
consults with State and local officials early in the process of
developing the proposed regulation.
NHTSA has analyzed this NPRM in accordance with the principles and
criteria set forth in Executive Order 13132. The agency has determined
that this proposal would not have sufficient federalism implications to
warrant consultation and the preparation of a Federalism Assessment.
F. Civil Justice Reform
This NPRM would not have any retroactive effect. Under 49 U.S.C.
30103, whenever a Federal motor vehicle safety standard is in effect, a
State may not adopt or maintain a safety standard applicable to the
same aspect of performance which is not identical to the Federal
standard, except to the extent that the state requirement imposes a
higher level of performance and applies only to vehicles procured for
the State's use. 49 U.S.C. 30161 sets forth a procedure for judicial
review of final rules establishing, amending, or revoking Federal motor
vehicle safety standards. That section does not require submission of a
petition for reconsideration or other administrative proceedings before
parties may file suit in court.
G. Paperwork Reduction Act
Under the Paperwork Reduction Act of 1995, a person is not required
to respond to a collection of information by a Federal agency unless
the collection displays a valid control number from the Office of
Management and Budget (OMB). This proposed rule would not establish any
requirements that are considered to be information collection
requirements as defined by the OMB in 5 CFR part 1320.
H. National Technology Transfer and Advancement Act
Section 12(d) of the National Technology Transfer and Advancement
Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272)
directs NHTSA to use voluntary consensus standards in its regulatory
activities unless doing so would be inconsistent with applicable law or
otherwise impractical. Voluntary consensus standards are technical
standards (e.g., materials specifications, test methods, sampling
procedures, and business practices) that are developed or adopted by
voluntary consensus standards bodies, such as the Society of Automotive
Engineers (SAE). The NTTAA directs NHTSA to provide Congress, through
OMB, explanations when the agency decides not to use
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available and applicable voluntary consensus standards.
The agency searched for, but did not find, any voluntary consensus
standards applicable to this proposed rulemaking.
I. Unfunded Mandates Reform Act
Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA),
Public Law 104-4, Federal requires agencies to prepare a written
assessment of the costs, benefits, and other effects of proposed or
final rules that include a Federal mandate likely to result in the
expenditure by State, local, or tribal governments, in the aggregate,
or by the private sector, of more than $100 million annually (adjusted
for inflation with base year of 1995). (Adjusting this amount by the
implicit gross domestic product price deflator for the year 2000
increases it to $109 million.) This NPRM would not result in a cost of
$109 million or more to either State, local, or tribal governments, in
the aggregate, or the private sector. Thus, this NPRM is not subject to
the requirements of sections 202 of the UMRA.
J. Regulation Identifier Number
The Department of Transportation assigns a regulation identifier
number (RIN) to each regulatory action listed in the Unified Agenda of
Federal Regulations. The Regulatory Information Service Center
publishes the Unified Agenda in April and October of each year. You may
use the RIN contained in the heading at the beginning of this document
to find this action in the Unified Agenda.
VIII. Appendix A--Extending FMVSS No. 213 to Belt-Positioning Devices
Over the years, the agency has considered whether to extend FMVSS
No. 213 to belt-positioning devices. Belt positioning devices alter the
position of a vehicle lap and shoulder belt and in some cases are
marketed for the purpose of improving belt fit on children seated
directly on a vehicle seat without the use of a child restraint system.
The agency first addressed this issue in the context of responding
to a petition for rulemaking from the American Academy of Pediatrics
(AAP). In 1996, the AAP requested that the agency regulate aftermarket
belt positioning devices under FMVSS No. 213. The AAP stated that
because such devices are generally marketed as child occupant
protection devices, the products should be subject to the same testing
and certification to which child restraints are subject. The AAP was
concerned that some belt positioning devices ``appear to interfere with
proper lap and shoulder harness fit by positioning the lap belt too
high across the abdomen, the shoulder harness too low across the
shoulder, and by allowing too much slack in the shoulder harness.''
On August 13, 1999, the agency granted the petition and published
an NPRM that proposed to regulate belt positioning devices by way of a
consumer information regulation (64 FR 44164). The NPRM proposed to
require labeling of belt positioning devices with a statement warning
against use of the device by children under the age of 6 (alternative,
or additionally, under the height of 47.5 inches (1206 mm)).
In 1994, the agency released a report regarding tests that the
agency had conducted on three belt positioning devices that were then
on the market.\25\ The agency dynamically tested the belt positioning
devices under the conditions then specified for testing child
restraints under FMVSS No. 213. Hybrid II 3-year-old and 6-year-old
dummies were used (which, in 1994, were the state-of-the-art dummies
used to test child restraints), and a Hybrid III 5th percentile female
adult dummy. Dummies were restrained in lap/shoulder belts with, and
without the devices. A comparison of the test results revealed that in
many of the tests with the 3-year-old dummy, the belt positioning
devices reduced belt performance and contributed toward high HIC
measurements (HIC values greater than 1000). In one case, the measured
chest acceleration exceeded the FMVSS No. 213 limit of 60 g's. The
devices generally performed adequately with the 6-year-old dummy with
respect to HIC, i.e., the performance criteria of FMVSS No. 213 were
not exceeded. However, one device resulted in chest g measurements that
exceeded the FMVSS No. 213 limit in both frontal and offset sled tests.
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\25\ ``Evaluation of Devices to Improve Shoulder Belt Fit,'' DOT
HS 808 383, Sullivan and Chambers, August 1994.
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Notwithstanding the results of the study, there was no evidence of
a real-world problem. Only one case has been identified in which a
child using a belt positioning device suffered injuries from the lap/
shoulder belt.\26\ Additionally, we were concerned that the proposed
label might encourage parents to rely on a belt positioning device as
opposed to a booster seat. Required labels could lead parents to
believe that belt positioning devices are certified to the same
performance criteria as child restraint systems.
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\26\ See ``Performance and Use of Child Restraint Systems,
Seatbelts, and Air Bags for Children in Passenger Vehicles, Volume
1,'' National Transportation Safety Board (1996). (http://www.ntsb.gov/Publictn/1996/SS9601.pdf).
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In the absence of real-world data and given the concerns of
improper restraint choice, we terminated the rulemaking regarding belt
positioning devices (69 FR 13503; March 23, 2004; Docket No. NHTSA-99-
5100). However, while we are not pursuing rulemaking, we have initiated
a testing program to allow us to use the most advanced test procedures
and equipment to gain up-to-date research on current belt positioning
devices. We are particularly interested in the potential use of the
HIII-10C test dummy in evaluating forces that such devices could
redirect to a child's abdominal and lumbar areas in a crash. The
anterior superior iliac spine load cell attachment locations on the
test dummy provide an opportunity to evaluate belt loading of the
abdomen. Further, because the HIII-10C can be positioned in a slouched
or upright posture, the dummy can be used to assess performance of the
belts and belt positioning devices with slouching children. We believe
that the research program will provide useful data that will enhance
our ability to determine what regulatory approach, if any, would be
most appropriate to address belt positioning devices.
For these reasons, the agency has decided not to regulate belt
positioning devices under FMVSS No. 213 in this NPRM.
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Reporting and recordkeeping
requirements.
In consideration of the foregoing, NHTSA proposes to amend 49 CFR
Part 571 as follows:
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
1. The authority citation for Part 571 would continue to read as
follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166;
delegation of authority at 49 CFR 1.50.
2. Section 571.213 would be amended by revising the definition of
Child restraint system in S4, and revising S6.1.1(d)(2), S6.2.3,
S7.1.2(e), S9.1(f), S9.3.2 introductory text, and S10.2.2 and adding
S7.1.2(f), to read as follows:
Sec. 571.213 Standard No. 213; Child restraint systems.
* * * * *
S4. Definitions.
* * * * *
Child restraint system means any device, except Type I or Type II
seat belts, designed for use in a motor
[[Page 51732]]
vehicle or aircraft to restrain, seat, or position children who weigh
36 kilograms (kg) or less.
* * * * *
S6.1.1 Test conditions.
* * * * *
(d)(1) * * *
(2) When using the test dummies specified in 49 CFR part 572,
subparts N, P, R, or T, performance tests under S6.1 are conducted at
any ambient temperature from 20.6 [deg]C to 22.2 [deg]C and at any
relative humidity from 10 percent to 70 percent.
* * * * *
S6.2.3 Pull the sling tied to the dummy restrained in the child
restraint system and apply the following force: 50 N for a system
tested with a newborn dummy; 90 N for a system tested with a 9-month-
old dummy; 90 N for a system tested with a 12-month-old dummy; 200 N
for a system tested with a 3-year-old dummy; 270 N for a system tested
with a 6-year-old dummy; 350 N for a system tested with a weighted 6-
year-old dummy; or 437 N for a system tested with a 10-year-old-dummy.
The force is applied in the manner illustrated in Figure 4 and as
follows:
(a) Add-on Child Restraints. For an add-on child restraint other
than a car bed, apply the specified force by pulling the sling
horizontally and parallel to the SORL of the standard seat assembly.
For a car bed, apply the force by pulling the sling vertically.
(b) Built-in Child Restraints. For a built-in child restraint other
than a car bed, apply the force by pulling the sling parallel to the
longitudinal centerline of the specific vehicle shell or the specific
vehicle. In the case of a car bed, apply the force by pulling the sling
vertically.
S7.1.2 * * *
* * * * *
(e) A child restraint that is manufactured on or after August 1,
2005 and before (two years after publication of a final rule; for
illustration purposes, August 1, 2007), and that is recommended by its
manufacturer in accordance with S5.5 for use either by children in a
specified mass range that includes any children having a mass greater
than 22.7 kg or by children in a specified height range that includes
any children whose height is greater than 1100 mm is tested with a 49
CFR part 572, subpart S dummy.
(f) A child restraint that is manufactured after August 1, 2007,
and that is recommended by its manufacturer in accordance with S5.5 for
use either by children in a specified mass range that includes any
children having a mass greater than 22.7 kg or by children in a
specified height range that includes any children whose height is
greater than 1100 mm is tested with a 10-year-old child dummy
conforming to the applicable specifications in 49 CFR part 572, subpart
T.
* * * * *
S9.1 Type of clothing.
* * * * *
(f) Hybrid III 6-year-old dummy (49 CFR Part 572, Subpart N),
Hybrid III 6-year-old weighted dummy (49 CFR Part 572, Subpart S), and
Hybrid III 10-year-old dummy (49 CFR Part 572, Subpart T). When used in
testing under this standard, the dummy specified in 49 CFR part 572,
subpart N, weighted and unweighted, is clothed in a light-weight cotton
stretch short-sleeve shirt and above-the-knee pants, and size 12\1/2\ M
sneakers with rubber toe caps, uppers of dacron and cotton or nylon and
a total mass of 0.453 kg.
* * * * *
S9.3.2 When using the test dummies conforming to Part 572 Subparts
N, P, R, S, or T (10-year-old dummy), prepare the dummies as specified
in this paragraph. Before being used in testing under this standard,
dummies must be conditioned at any ambient temperature from 20.6 [deg]C
to 22.2 [deg]C and at any relative humidity from 10 percent to 70
percent, for at least 4 hours.
* * * * *
S10.2.2 Three-year-old, six-year-old test and ten-year-old test
dummy. Position the test dummy according to the instructions for child
positioning that the restraint manufacturer provided with the system in
accordance with S5.6.1 or S5.6.2, while conforming to the following:
* * * * *
Issued: August 24, 2005.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.
[FR Doc. 05-17218 Filed 8-30-05; 8:45 am]
BILLING CODE 4910-59-P