the application section of FMVSS No. 201 to apply only to trucks with
DSPs.\64\
---------------------------------------------------------------------------

    \64\ As noted above, there are some standards that are
applicable to trucks that we have chosen not to specify that they
only apply if a DSP is present because the standard is clearly only
applicable to DSP location. One such example is FMVSS No. 202a,
which specifies the requirements for head restraints depending on
the seating position, e.g., front outboard. Thus, if there are no
seating positions, such as could be the case for a occupant-less
vehicle, the restraint requirements do not apply.
---------------------------------------------------------------------------

2. Modifications To Address That There May Be No Driver's Seat and
Multiple Outboard Passenger Seats
    Sections S5.1, S5.1.2, and S8.24 would be modified to allow
multiple front outboard passengers. (See explanation in section
VI.a.2.)
3. Driver's Seat Used as Spatial Reference
    NHTSA proposes to modify definitions for ``A-pillar;'' ``B-
pillar;'' and ``pillar'' in S3, and the partial carve-out in S6.3(b)
for altered vehicles and vehicles manufactured in multiple stages to
use ``the most rearward designated seating position in the forward
row'' as a reference point (instead of the ``driver's seat) to describe
a spatial plane. (See explanation in section VI.a.7.i.) For the
exclusion for multistage vehicles provided in S6.3(a), we note that
specifying the rearmost seating reference point is consistent with the
excluded area for non-multistage vehicles. However, the excluded area
might be larger if the forward most seating reference point were used
as a reference. Whether the excluded area would be larger or smaller
than a vehicle with a driver's seat would depend on the relative
position of the driver's seat. We seek comment on whether the excluded
area should be more or less inclusive for multistage vehicles and the
means to achieve any suggested recommendation.

                               Table VI-10
------------------------------------------------------------------------

-------------------------------------------------------------------------
                              Before Change
------------------------------------------------------------------------
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.
------------------------------------------------------------------------
                              After Change
------------------------------------------------------------------------
A-pillar means any pillar that is entirely forward of a transverse
 vertical plane passing through the seating reference point of the
 driver's designated seating position or, if there is no driver's
 designated seating position, any pillar that is entirely forward of a
 transverse vertical plane passing through the seating reference point
 of the rearmost designated seating position in the front row of seats.
------------------------------------------------------------------------

4. Steering Control Used as a Spatial Reference
    NHTSA proposes to modify Section S5.1.1(d), which states that S5.1
does not apply to certain areas of the

instrument panel that are bounded by the inboard edge of the steering
control, so that it would apply only if a steering wheel is present.
This change would clarify that S5.1.1(d) would not apply on a vehicle
without a steering control.

c. FMVSS No. 203; Impact Protection for the Drivers From the Steering
Control System, and FMVSS No. 204; Steering Control Rearward
Displacement

    NHTSA proposes modifying the Application section (S2) of FMVSS No.
203 and the Application section (S2) of FMVSS No. 204 to state that the
standards do not apply to vehicles without steering controls. The
agency believes that these proposed changes would not reduce vehicle
safety because, if there is no steering control present at the seating
position where the driver's seat would normally be located, that
seating position would become a passenger seat that is still subject to
the protection afforded by the requirements of FMVSS No. 201.\65\
---------------------------------------------------------------------------

    \65\ We note that, because most vehicles to which FMVSS No. 203
applies are not required to be equipped with air bags, NHTSA
believes that a passenger seat that meets FMVSS No. 201 may provide
equal or greater occupant protection than a driver's seat that is
equipped with steering controls that meet FMVSS No. 203. In the
absence of air bags, NHTSA believes that a passenger seat that has
no steering controls would be safer than a driver's seat with a
FMVSS No. 203-compliant steering column, because the presence of a
steering column could itself increase risk of injury due to its
proximity to the driver in a crash.
---------------------------------------------------------------------------

    We note that this approach addresses multiple RFC comments. As
discussed in the comment summary, some commenters seemed to believe
that this standard simply would not apply to ADS-DVs without
traditional manual controls, while others requested that NHTSA clearly
indicate the applicability of this standard to these vehicles in the
regulatory text. Some manufacturers have petitioned NHTSA for an
exemption from FMVSS Nos. 203 and 204, which indicates that some
companies may be unsure of whether these standards were if-equipped
standards or included a requirement to equip vehicles with steering
control systems. In developing a solution for resolving these
ambiguities, NHTSA also assessed whether elimination of this standard
for vehicles without steering controls, i.e. ADS-equipped vehicles
without traditional manual controls, will maintain the level of
crashworthiness protection among vehicles with or without ADS
functionality. We have tentatively concluded that safety will be
maintained due to the modifications that we have made to other
standards to ensure the protection of that occupant (especially the
changes proposed for FMVSS Nos. 201 and 208).
    In addition to the change in applicability, we propose to move the
definition of ``steering control system'' in FMVSS No. 203 to Part
571.3, as we discussed above in section V.b.

d. FMVSS No. 205; Glazing Materials

    NHTSA proposes modifying the Application Section (S3) so that the
standard would apply to trucks only if they have at least one DSP for
the reasons discussed in previous sections of this notice. In
particular, see the discussions of this issue in the FMVSS No. 208 and
FMVSS No. 201 sections. (See explanation in sections VI.a.1 and
VI.b.1.) No other changes are proposed.

e. FMVSS No. 206; Door Locks and Door Retention Components

    NHTSA proposes modifying the Application Section (S2) so that the
standard would apply to trucks only if they have at least one DSP for
the reasons discussed in previous sections of this notice. In
particular, see the discussions of this issue in the FMVSS No. 208 and
FMVSS No. 201 sections. (See explanation in sections VI.a.1 and
VI.b.1.)
    This NPRM also proposes to modify the definitions for ``side front
door'' and ``side rear door,'' which use the ``driver's seat back'' as
a spatial frame of reference, so that they can also apply to vehicles
without a driver's seat. (See explanation in section VI.b.1.)
    The test procedure step in S<IP_ADDRESS>, would be modified to replace a
reference to the ``driver's side'' of the vehicle with ``left side.''
\66\ (See explanation in section VI.a.7.iii.) We note that, since both
sides of the vehicle are tested, ADS and non-ADS vehicles would
continue to be subject to identical testing requirements.
---------------------------------------------------------------------------

    \66\ We note that an identical test step is performed on the
``opposite'' side of the vehicle.
---------------------------------------------------------------------------

f. FMVSS No. 207; Seating Systems

    NHTSA proposes modifying the Application Section (S2) so that the
standard would apply to trucks only if they have at least one DSP for
the reasons discussed in previous sections of this notice. In
particular, see the discussions of this issue in the FMVSS No. 208 and
FMVSS No. 201 sections. (See explanation in sections VI.a.1 and
VI.b.1.)
    NHTSA proposes to modify the requirement that a vehicle have a
driver's seat (S4.1) to specify that a driver's seat would be required
only for vehicles with manually-operated driving controls. This leaves
unchanged the requirement of S4.1 for non-ADS vehicles. By virtue of
the new definition of driver's seat (driver's designated seating
position) and manually-operated driving controls, a driver's seat must
have immediate access to such controls. Therefore, the proposed
addition to S4.1 would clarify that a vehicle equipped with ADS without
traditional driving controls need not have a driver's seat. However, an
ADS-equipped vehicle with driving controls would still need to have a
driver's seat.

g. FMVSS No. 214; Side Impact Protection

    The proposed translations to FMVSS No. 214 match closely with the
proposed changes to FMVSS No. 208. Like FMVSS No. 208, FMVSS No. 214
currently applies to all trucks, including occupant-less trucks that
have no DSPs. Because occupant-less trucks would presumably have no
DSPs, it is unclear how the dynamic side impact crash tests could be
performed and whether the safety need of FMVSS No. 214 supports the
requirements of the standard for the protection occupants in an
occupant-less truck. Therefore, NHTSA proposes amending the application
section of FMVSS No. 214 to apply only to trucks with DSPs.
Additionally, as with FMVSS No. 208, NHTSA proposes clarifying that
there may be multiple front outboard passengers by using the phrase
``any front outboard passenger.'' NHTSA also proposes clarifying the
test dummy positioning on bench seats by using the seating reference
point of the DSP where they are located. Finally, NHTSA proposes
clarifying that the ``driver's side'' now means the vehicle left side
for spatial reference purposes. Table VI-11 below, provides the types
of translations, the regulatory text section with examples of the
change and the section number or this NPRM where a more detailed
explanation of the change can be found.

                            Table VI-11--Types of Translations Made in FMVSS No. 214
----------------------------------------------------------------------------------------------------------------
           Type of translation                  Example section                       Explanation
----------------------------------------------------------------------------------------------------------------
Clarification of Application Section....  S2.........................  See sections VI.a.1VI.b.1.
Clarification that there may be multiple  S12.3.1(d).................  See section VI.a.2.
 front outboard passengers, by the use
 of ``any''.
Clarification of test dummy positioning   S12.1.2(1).................  See section VI.a.7.ii.
 on bench seats.
Translation of driver's side to vehicle   S10.2......................  See section VI.a.7.iii.
 left side for spatial reference.
----------------------------------------------------------------------------------------------------------------

h. FMVSS No. 216a; Roof Crush Resistance

    NHTSA proposes to modify the Application Section (S3) so that the
standard would apply to trucks only if they have at least one DSP for
the reasons discussed in previous sections of this notice. In
particular, see the discussions of this issue in the FMVSS No. 208 and
FMVSS No. 201 sections. (See explanation in section VI.a.1 and VI.b.1.)
    NHTSA proposes to modify the procedures for setting up the vehicle
for testing in S7.1 to reference the left side and right side of the
vehicle rather than the driver's side and passenger's side. (See
explanation in VI.a.7.iii.)

i. FMVSS No. 225; Child Restraint Anchorage Systems

    NHTSA proposes to modify the definition of ``shuttle bus'' to
clarify that if the bus does not have a driver's seat, it meets the
definition of a shuttle bus if it has only one row of forward-facing
seating positions rearward of the front row, rather than only one row
of forward-facing seating positions rearward of the driver's seat.
Thus, the front row is used as the frame of reference rather than the
driver's seat, when there is no driver's seat. (See explanation in
section VI.a.7.i.)

j. FMVSS No. 226; Ejection Mitigation

    NHTSA proposes to modify the Application Section (S2) so that the
standard would apply to trucks only if they have at least one DSP for
the reasons discussed in previous sections of this notice. In
particular, see the discussions of this issue in the FMVSS No. 208 and
FMVSS No. 201 sections. (See explanation in sections VI.a.1 and
VI.b.1.)
    The existing definition of ``modified roof'' (in S3) uses the term
``driver's compartment.'' This is a definition that provides an
exclusion from the standard for vehicles with ``modified roofs.'' NHTSA
proposes to make a simple substitution of ``occupant compartment.'' We
note that this change is not specific to vehicles without drivers, but
will affect all vehicles to which this standard applies. However, we
expect that it will not have any substantive effect on non-ADS
vehicles, i.e., we expect that the driver's compartment and the
occupant compartment will identical. Thus, NHTSA does not expect or
intend additional vehicles to be excluded from the standard, but seeks
comment on whether this is accurate.
    S6.1(d) and (f) include test procedure requirements that reference
``driver door sill'' for vehicle setup. NHTSA proposes to simply change
those references to ``left front door sill,'' similar to what was
explained in VI.a.7.iii.

k. Regulatory Text Related to Parking Brake and Transmission Position

    The crash tests required by the 200 Series standards, in general,
do not require manually driving controls in order to conduct the tests.
For example, in the full frontal test of FMVSS No. 208 the vehicle is
towed down a test track and guided by a rail into a rigid barrier.
There is no need to use the vehicle controls to steer the vehicle or
control the impact speed. This does require the vehicle to have the
vehicle transmission in neutral and no brakes applied. In contrast, the
moving deformable barrier side crash test in FMVSS No. 214 requires the
vehicle to be stationary, with the parking brake applied. In fact,
multiple 200 (FMVSS Nos. 208, 214, and 212) and 300 (FMVSS Nos. 301,
303, and 305) Series standards include regulatory text that dictates
the status of the vehicles parking brake and transmission. However, in
some instances, this detail is left for the Compliance Test Procedure
that accompanies the regulatory text. NHTSA realizes that for vehicles
without driver-accessible parking brakes or transmission selectors, how
to properly prepare the vehicle for testing may not be immediately
obvious. However, this situation is not totally unique or novel even
for conventional non-ADS vehicles. NHTSA has tested vehicles with
automatic electronic parking brakes and electronic gear selectors,
which may make it challenging to place the vehicle transmission and
brake into the pre-test position. In these instances, NHTSA and its
testing laboratories have worked with the vehicle manufacturers to
achieve the necessary vehicle status. Thus, we are not currently
proposing any regulatory text changes related to interfacing with ADS-
equipped vehicles on pre-test brake and transmission status since the
important element is whether the transmission is in the proper gear and
whether the pre-test brake is activated--not the manner in which this
state is achieved. NHTSA expects that manufacturers will provide the
means for the agency to achieve the necessary brake and transmission
status, if only for compliance testing purposes. We seek comment on the
validity or our assumption and the proposed approach.

VII. Cost Impacts of This Modernization Effort

    A Preliminary Regulatory Impact Analysis (PRIA) can be found in the
docket for this NPRM. A summary of the PRIA findings are provided
below. The agency solicits comment on the PRIA. NHTSA calculated the
impact of the proposed rule on costs by analyzing production cost
savings arising from forgoing the installation of manual steering
controls. These cost savings are partially offset by incremental costs
associated with augmenting safety equipment in the left front seating
position to make that position equivalent to the right front seating
position, i.e., when what would have previously been a driver's seating
position would become a passenger seating position in an ADS-DV without
manual controls.
    Monetized estimated per-vehicle cost impacts (2018 dollars) are
presented by discount rate in Table VII-1 below based on a scenario
presented by the Energy Information Administration \67\ (EIA), in which
ADS-DVs represent 31

percent of the share of new light-duty vehicle sales in the year 2050.
---------------------------------------------------------------------------

    \67\ Chase, N., Maples, J., and Schipper, M. (2018). Autonomous
Vehicles: Uncertainties and Energy Implications. Issue in Focus from
the Annual Energy Outlook 2018. Washington, DC: U.S. Energy
Information Administration. Available at https://www.eia.gov/outlooks/aeo/av.php (last accessed October 22, 2019).

      Table VII-1: Summary of Net Per-Vehicle Cost Impact Estimates
               [ADS-DV cost impacts in 2050, 2018 dollars]
------------------------------------------------------------------------
                               Mean cost   5th- to 95th- percentile cost
        Discount rate            impact               impacts
------------------------------------------------------------------------
3%..........................        -$398  -$255 to -$540.
7%..........................        -$122  -$78 to -$166.
------------------------------------------------------------------------

    The ranges of estimates were identified within an uncertainty
analysis addressing uncertainty in the average level of cost savings
that would be achieved by ADS-DV manufacturers. The uncertainty
analysis centered on identifying plausible ranges of the per-vehicle
cost savings, with corresponding assumptions regarding the
distributions of values across each range (i.e., the likelihood of
observing a particular value). The uncertainty analysis generated
50,000 simulated outcomes, across which the mean and percentile values
reported in Table VII-2 were identified. In addition to the above
ranges of estimates, the agency performed a sensitivity analysis in
which 30 percent of ADS-DV sales in 2050 are comprised of dual-mode
vehicles. See the PRIA for the results of that analysis.
    We request comment on this approach to representing the range of
estimated impacts under uncertainty.
    NHTSA assumed that light-duty vehicle sales would follow the
identical baseline path specified in the Preliminary Regulatory Impact
Analysis for the Safer Affordable Fuel-Efficient Vehicle rule \68\
through 2032 (the last year specified in the baseline), and then would
continue to grow at the average annual growth rate in the baseline from
2028-2032 (approximately 0.2 percent per year) for each year after
2032, growing to 18.7 million new light-duty vehicles sold in 2050.
NHTSA assumed that the share of new light-duty vehicle sales comprised
of ADS-DVs would reach 31 percent in the year 2050, based on the EIA
scenario described above; \69\ thus, new ADS-DV sales in 2050 are
assumed to be equal to 31 percent of 18.7 million, or 5.8 million.
Based on these assumptions, NHTSA estimates that the proposed rule
would save ADS-DV manufacturers and consumers approximately $2.3
billion in the year 2050 (fifth-percentile estimate of $1.5 billion and
95th-percentile estimate of $3.1 billion) when discounting back to 2019
at a three-percent discount rate. At a seven-percent discount rate, the
proposed rule is estimated to save ADS-DV manufacturers and consumers
approximately $0.7 billion in the year 2050 (fifth-percentile estimate
of $0.5 billion and 95th-percentile of $1.0 billion).
---------------------------------------------------------------------------

    \68\ https://www.nhtsa.gov/corporate-average-fuel-economy/safe
(last accessed October 22, 2019).
    \69\ Chase, N., Maples, J., and Schipper, M. (2018). Autonomous
Vehicles: Uncertainties and Energy Implications. Issue in Focus from
the Annual Energy Outlook 2018. Washington, DC: U.S. Energy
Information Administration. Available at https://www.eia.gov/outlooks/aeo/av.php (last accessed October 22, 2019).

Table VII-2: Summary of Total Monetized Annual Net Cost Impact Estimates
         [ADS-DV cost impacts in 2050, billions of 2018 dollars]
------------------------------------------------------------------------
                               Mean cost   5th- to 95th- percentile cost
        Discount rate            impact               impacts
------------------------------------------------------------------------
3%..........................        -$2.3  -$1.5 to -$3.1.
7%..........................        -$0.7  -$0.5 to -$1.0.
------------------------------------------------------------------------

VIII. Regulatory Notices and Analyses

a. Executive Order 13771

    This proposed rule is expected to be an Executive Order 13771
deregulatory action. Details on the estimated cost savings of this
proposed rule can be found in the preamble's discussion on cost impacts
and in the accompanying supporting document providing further
discussion in the docket for this NPRM.

b. Executive Order 12866, Executive Order 13563, and DOT Regulatory
Policies and Procedures

    Executive Order 12866, ``Regulatory Planning and Review'' (58 FR
51735, October 4, 1993), as amended by Executive Order 13563,
``Improving Regulation and Regulatory Review'' (76 FR 3821, January 21,
2011), provides for making determinations whether a regulatory action
is ``significant'' and therefore subject to 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:

     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;
     Create a serious inconsistency or otherwise interfere
with an action taken or planned by another agency;
     Materially alter the budgetary impact of entitlements,
grants, user fees, or loan programs or the rights and obligations of
recipients thereof; or
     Raise novel legal or policy issues arising out of legal
mandates, the President's priorities, or the principles set forth in
the Executive Order.

    This action was reviewed by the Office of Management and Budget
under E.O. 12866. This action is a significant regulatory action within
the meaning of E.O. 12866 and under the Department of Transportation's
regulatory policies and procedures (44 FR 11034, February 26, 1979).
    This action is significant because it raises the novel legal and
policy issues surrounding the regulation of vehicles equipped with ADS
and is the subject of much public interest. The cost savings of this
deregulatory proposal are described in the preamble and discussed in
greater detail in the accompanying cost savings document included in
this docket.

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 proposed rulemaking 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)(1)). No
regulatory flexibility analysis is required if the head of an agency
certifies the proposal 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 proposal will not have a
significant economic impact on a substantial number of small entities.
    This action proposes amendments to and clarifies the application of
existing occupant protection standards to vehicles equipped with ADS
that also lack traditional manual controls. This proposed rule would
apply to small motor vehicle manufacturers who wish to produce ADS
without manual controls and with conventional seating arrangements
(i.e., forward-facing, front row seats). NHTSA analyzed current small
manufacturers and current small ADS developers in detail in the PRIA,
and found that none of the entities listed in the analysis would be
impacted by this proposal. Thus, I hereby certify

that this proposed rule would not have a significant economic impact on
a substantial number of small entities. Additional details related to
the basis of this finding can be found in the PRIA for this rulemaking
proposal.

d. Executive Order 13132 (Federalism)

    NHTSA has examined this proposal pursuant to Executive Order 13132
(64 FR 43255, August 10, 1999) and concluded that no additional
consultation with States, local governments or their representatives is
mandated beyond the rulemaking process. The agency has concluded that
the rulemaking will not have sufficient federalism implications to
warrant consultation with State and local officials or the preparation
of a federalism summary impact statement. The proposal will not 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.''
    NHTSA rules can preempt in two ways. First, the National Traffic
and Motor Vehicle Safety Act contains an express preemption provision:
When a motor vehicle safety standard is in effect under this chapter, a
State or a political subdivision of a State may prescribe or continue
in effect a standard applicable to the same aspect of performance of a
motor vehicle or motor vehicle equipment only if the standard is
identical to the standard prescribed under this chapter. 49 U.S.C.
30103(b)(1). It is this statutory command by Congress that preempts any
non-identical State legislative and administrative law addressing the
same aspect of performance.
    The express preemption provision described above is subject to a
savings clause under which ``[c]ompliance with a motor vehicle safety
standard prescribed under this chapter does not exempt a person from
liability at common law.'' 49 U.S.C. 30103(e). Pursuant to this
provision, State common law tort causes of action against motor vehicle
manufacturers that might otherwise be preempted by the express
preemption provision are generally preserved. However, the Supreme
Court has recognized the possibility, in some instances, of implied
preemption of such State common law tort causes of action by virtue of
NHTSA's rules, even if not expressly preempted. This second way that
NHTSA rules can preempt is dependent upon there being an actual
conflict between an FMVSS and the higher standard that would
effectively be imposed on motor vehicle manufacturers if someone
obtained a State common law tort judgment against the manufacturer,
notwithstanding the manufacturer's compliance with the NHTSA standard.
Because most NHTSA standards established by an FMVSS are minimum
standards, a State common law tort cause of action that seeks to impose
a higher standard on motor vehicle manufacturers will generally not be
preempted. However, if and when such a conflict does exist--for
example, when the standard at issue is both a minimum and a maximum
standard--the State common law tort cause of action is impliedly
preempted. See Geier v. American Honda Motor Co., 529 U.S. 861 (2000).
    Pursuant to Executive Orders 13132 and 12988, NHTSA has considered
whether this proposal could or should preempt State common law causes
of action. The agency's ability to announce its conclusion regarding
the preemptive effect of one of its rules reduces the likelihood that
preemption will be an issue in any subsequent tort litigation.
    To this end, the agency has examined the nature (e.g., the language
and structure of the regulatory text) and objectives of this proposal
and finds that this proposal, like many NHTSA rules, would prescribe
only a minimum safety standard. As such, NHTSA does not intend that
this proposal preempt state tort law that would effectively impose a
higher standard on motor vehicle manufacturers than that to be
established by this proposal. Establishment of a higher standard by
means of State tort law would not conflict with the minimum standard
announced here. Without any conflict, there could not be any implied
preemption of a State common law tort cause of action.

e. Executive Order 12988 (Civil Justice Reform)

    When promulgating a regulation, Executive Order 12988 specifically
requires that the agency must make every reasonable effort to ensure
that the regulation, as appropriate: (1) Specifies in clear language
the preemptive effect; (2) specifies in clear language the effect on
existing Federal law or regulation, including all provisions repealed,
circumscribed, displaced, impaired, or modified; (3) provides a clear
legal standard for affected conduct rather than a general standard,
while promoting simplification and burden reduction; (4) specifies in
clear language the retroactive effect; (5) specifies whether
administrative proceedings are to be required before parties may file
suit in court; (6) explicitly or implicitly defines key terms; and (7)
addresses other important issues affecting clarity and general
draftsmanship of regulations.
    Pursuant to this Order, NHTSA notes as follows. The preemptive
effect of this proposed rule is discussed above in connection with E.O.
13132. NHTSA notes further that there is no requirement that
individuals submit a petition for reconsideration or pursue other
administrative proceeding before they may file suit in court.

f. Executive Order 13045 (Protection of Children From Environmental
Health and Safety Risks)

    Executive Order 13045, ``Protection of Children from Environmental
Health and Safety Risks,'' (62 FR 19885; April 23, 1997) applies to any
proposed or final rule that: (1) Is determined to be ``economically
significant,'' as defined in E.O. 12866, and (2) concerns an
environmental health or safety risk that NHTSA has reason to believe
may have a disproportionate effect on children. If a rule meets both
criteria, the agency must evaluate the environmental health or safety
effects of the rule on children, and explain why the rule is preferable
to other potentially effective and reasonably feasible alternatives
considered by the agency.
    This proposed rule is not expected to have a disproportionate
health or safety impact on children. Consequently, no further analysis
is required under Executive Order 13045.

g. Executive Order 13609, Promoting International Regulatory
Cooperation

    Executive Order 13609, ``Promoting International Regulatory
Cooperation,'' promotes international regulatory cooperation to meet
shared challenges involving health, safety, labor, security,
environmental, and other issues and to reduce, eliminate, or prevent
unnecessary differences in regulatory requirements. NHTSA has analyzed
this proposed rule under the policies and agency responsibilities of
Executive Order 13609, and has determined this proposal would have no
effect on international regulatory cooperation.

h. Paperwork Reduction Act

    Under the Paperwork Reduction Act of 1995 (PRA), a person is not
required to respond to a collection of information by a Federal agency
unless the collection displays a valid OMB control number. This
proposed rule imposes no new reporting requirements on manufacturers.

i. National Technology Transfer and Advancement Act

    Under the National Technology Transfer and Advancement Act of 1995
(NTTAA) (Pub. L. 104-113), ``all Federal agencies and departments shall
use technical standards that are developed or adopted by voluntary
consensus standards bodies, using such technical standards as a means
to carry out policy objectives or activities determined by the agencies
and departments.'' 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 SAE. The NTTAA directs us
to provide Congress, through OMB, explanations when we decide not to
use available and applicable voluntary consensus standards.
    Pursuant to the above requirements, the agency conducted a review
of voluntary consensus standards to determine if any were applicable to
this proposed rule. NHTSA searched for but did not find voluntary
consensus standards directly applicable to the amendments proposed in
this NPRM. Neither is NHTSA aware of any international regulations of
Global Technical Regulation (GTR) activity addressing the subject of
this proposal.

j. Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA)
requires federal agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of more
than $100 million annually (adjusted for inflation with base year of
1995). Before promulgating a rule for which a written statement is
needed, section 205 of the UMRA generally requires the agency to
identify and consider a reasonable number of regulatory alternatives
and adopt the least costly, most cost-effective, or least burdensome
alternative that achieves the objectives of the rule. The provisions of
section 205 do not apply when they are inconsistent with applicable
law. Moreover, section 205 allows the agency to adopt an alternative
other than the least costly, most cost-effective, or least burdensome
alternative if the agency publishes with the final rule an explanation
of why that alternative was not adopted.
    Although this proposed rule is a significant regulatory action, it
does not contain a mandate that would impose costs on the private
sector of more than $100 million annually (adjusted for inflation with
base year of 1995). As a result, the requirements of Section 202 of the
Act do not apply.

k. National Environmental Policy Act

    NHTSA has analyzed this rulemaking action for the purposes of the
National Environmental Policy Act. The agency has determined that
implementation of this proposed action will not have any significant
impact on the quality of the human environment.

l. Plain Language

    Executive Order 12866 requires each agency to write all rules in
plain language. Application of the principles of plain language
includes consideration of the following questions:

     Have we organized the material to suit the public's
needs?
     Are the requirements in the rule clearly stated?
     Does the rule contain technical language or jargon that
isn't clear?
     Would a different format (grouping and order of
sections, use of headings, paragraphing) make the rule easier to
understand?
     Would more (but shorter) sections be better?
     Could we improve clarity by adding tables, lists, or
diagrams?
     What else could we do to make the rule easier to
understand?

    If you have any responses to these questions, please include them
in your comments on this proposal.

m. Regulation Identifier Number (RIN)

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

IX. Regulatory Text

List of Subjects in 49 CFR Part 571

    Motor vehicles, Motor vehicle safety.

    In consideration of the foregoing, we propose to amend 49 CFR part
571 to read as follows:

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

0
1. The authority citation for part 571 continues to read as follows:

    Authority:  49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.95.

0
2. Amend Sec.  571.3(b) by:
0
a. Adding in alphabetical order the definitions of ``Driver air bag'',
``Driver dummy'', ``Driver's designated seating position'', and
``Manually-operated driving controls'';
0
b. Revising the definition of ``Outboard designated seating position'';
and
0
c. Adding in alphabetical order the definitions of ``Passenger seating
position'', ``Row'', and ``Steering control system''.
    The additions and revision read as follows:

Sec.  571.3  Definitions.

* * * * *
    (b) * * *
    Driver air bag means the air bag installed for the protection of
the occupant of the driver's designated seating position.
    Driver dummy means the test dummy positioned in the driver's
designated seating position.
    Driver's designated seating position means a designated seating
position providing immediate access to manually-operated driving
controls. As used in this part, the terms ``driver's seating position''
and ``driver's seat'' shall have the same meaning as ``driver's
designated seating position.''
* * * * *
    Manually-operated driving controls means a system of controls:
    (1) That are used by an occupant for real-time, sustained, manual
manipulation of the motor vehicle's heading (steering) and/or speed
(accelerator and brake); and
    (2) That are positioned such that they can be used by an occupant,
regardless of whether the occupant is actively using the system to
manipulate the vehicle's motion.
* * * * *
    Outboard designated seating position means a designated seating
position where a longitudinal vertical plane tangent to the outboard
side of the seat cushion is less than 12 inches from the innermost
point on the inside surface of the vehicle at a height between the
design H-point and the shoulder reference point (as shown in fig. 1 of
Federal Motor Vehicle Safety Standard No. 210) and longitudinally
between the front and rear edges of the seat cushion. As used in this
part, the terms ``outboard seating position'' and ``outboard seat''
shall have the same meaning as ``outboard designated seating
position.''
* * * * *
    Passenger seating position means any designated seating position
other than

the driver's designated seating position. As used in this part, the
term ``passenger seat'' shall have the same meaning as ``passenger
seating position.'' As used in this part, ``passenger seating
position'' means a driver's designated seating position with stowed
manual controls.
* * * * *
    Row means a set of one or more seats whose seat outlines do not
overlap with the seat outline of any other seats, when all seats are
adjusted to their rearmost normal riding or driving position, when
viewed from the side.
* * * * *
    Steering control system means the manually-operated driving control
used to control the vehicle heading and its associated trim hardware,
including any portion of a steering column assembly that provides
energy absorption upon impact. As used in this part, the term
``steering wheel'' and ``steering control'' shall have the same meaning
as ``steering control system.''
* * * * *
0
3. Amend Sec.  571.201 by revising paragraph S2, the definitions of
``A-pillar'', ``B-pillar'', and ``Pillar'' in paragraph S3, and
paragraphs S5.1(b), S5.1.1(d), S5.1.2(a), S6.3(b), S8.6, S8.20, and
S8.24 to read as follows:

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

* * * * *
    S2. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks with at least one designated
seating position, 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. * * *
    A-pillar means any pillar that is entirely forward of a transverse
vertical plane passing through the seating reference point of the
driver's designated seating position or, if there is no driver's
designated seating position, any pillar that is entirely forward of a
transverse vertical plane passing through the seating reference point
of the rearmost designated seating position in the front row of seats.
* * * * *
    B-pillar means the forwardmost pillar on each side of the vehicle
that is, in whole or in part, rearward of a transverse vertical plane
passing through the seating reference point of the driver's designated
seating position or, if there is no driver's designated seating
position, the forwardmost pillar on each side of the vehicle that is,
in whole or in part, rearward of a transverse vertical plane passing
through the seating reference point of the rearmost designated seating
position in the front row of seats, unless:
    (1) There is only one pillar rearward of that plane and it is also
a rearmost pillar; or
    (2) There is a door frame rearward of the A-pillar and forward of
any other pillar or rearmost 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) If there is a driver's designated seating position, supports
either a roof or any other structure (such as a roll-bar) that is above
the driver's head, or if there is no driver's designated seating
position, supports either a roof or any other structure (such as a
roll-bar) that is above the occupant in the rearmost designated seating
position in the front row of seats, or
    (2) Is located along the side edge of a window.
* * * * *
    S5.1 * * *
    (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 S<IP_ADDRESS>(a)(3) by means of a Type 2 seat belt assembly
at any front passenger designated seating position, the deceleration of
the head form shall not exceed 80 g continuously for more than 3
milliseconds.
    S5.1.1 * * *
    (d) If the steering control is present, 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 control; or
* * * * *
    S5.1.2 * * *
    (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 any 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
* * * * *
    S6.3 * * *
    (b) Any target located rearward of a vertical plane 600 mm behind
the seating reference point of the rearmost designated seating
position. For altered vehicles and vehicles built in two or more
stages, including ambulances and motor homes, any target located
rearward of a vertical plane 300 mm behind the seating reference point
of the driver's designated seating position or the rearmost designated
seating position in the front row of seats, if there is no driver's
designated seating position (tests for altered vehicles and vehicles
built in two or more stages do not include, within the time period for
measuring HIC(d), any free motion headform contact with components
rearward of this plane). If an altered vehicle or vehicle built in two
or more stages is equipped with a transverse vertical partition
positioned between the seating reference point of the driver's
designated seating position and a vertical plane 300 mm behind the
seating reference point of the driver's designated seating position,
any target located rearward of the vertical partition is excluded.
* * * * *
    S8.6 Steering control and seats.
    (a) During targeting, the steering control and seats may be placed
in any position intended for use while the vehicle is in motion.
    (b) During testing, the steering control and seats may be removed
from the vehicle.
* * * * *
    S8.20 Adjustable steering controls--vehicle to pole test.
Adjustable steering controls shall be adjusted so that the steering
control hub is at the geometric center of the locus it describes when
it is moved through its full range of driving positions.
* * * * *
    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 any front outboard designated seating position.
* * * * *
0
4. Amend Sec.  571.203 by revising paragraph S2 and removing and
reserving paragraph S3 to read as follows:

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

* * * * *
    S2. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks and buses with a gross vehicle
weight rating of 4,536 kg or less. However, it

does not apply to vehicles that conform to the frontal barrier crash
requirements (S5.1) of Standard No. 208 (49 CFR 571.208) by means of
other than seat belt assemblies. It also does not apply to walk-in vans
or vehicles without a steering control.
    S3. [Reserved]
* * * * *
0
5. Amend Sec.  571.204 by revising paragraph S2 to read as follows:

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

* * * * *
    S2. Application. This standard applies to passenger cars and to
multipurpose passenger vehicles, trucks, and buses. However, it does
not apply to walk-in vans or vehicles without steering controls.
* * * * *
0
6. Amend Sec.  571.205 by revising paragraph S3(a) to read as follows:

Sec.  571.205  Standard No. 205, Glazing materials.

* * * * *
    S3. * * *
    (a) This standard applies to passenger cars, multipurpose passenger
vehicles, trucks with at least one designated seating position, buses,
motorcycles, slide-in campers, pickup covers designed to carry persons
while in motion and low speed vehicles, and to glazing materials for
use in those vehicles.
* * * * *
0
7. Amend Sec.  571.206 by revising paragraph S2 and the definitions of
``Side Front Door'' and ``Side Rear Door'' in paragraph S3 to read as
follows:

Sec.  571.206   Standard No. 206; Door locks and door retention
components.

* * * * *
    S2. Application. This standard applies to passenger cars,
multipurpose passenger vehicles, and trucks with at least one
designated seating position, and buses with a gross vehicle weight
rating (GVWR) of 4,536 kg or less.
    S3. * * *
* * * * *
    Side Front Door is a door that, in a side view, has 50 percent or
more of its opening area forward of the rearmost point on the driver's
seat back, when the seat back is adjusted to its most vertical and
rearward position. For vehicles without a driver's designated seating
positions it is a door that in a side view, has 50 percent or more of
its opening area forward of the rearmost point on the most rearward
passengers seat back in the front row of seats, when the seat backs are
adjusted to their most vertical and rearward position.
    Side Rear Door is a door that, in a side view, has 50 percent or
more of its opening area to the rear of the rearmost point on the
driver's seat back, when the driver's seat is adjusted to its most
vertical and rearward position. For vehicles without a driver's
designated seating positions it is a door that in a side view, has 50
percent or more of its opening area rear of the rearmost point on the
most rearward passengers seat back in the front row of seats, when the
seat backs are adjusted to their most vertical and rearward position.
* * * * *
0
8. Amend Sec.  571.207 by revising paragraphs S2 and S4.1 to read as
follows:

Sec.  571.207  Standard No. 207; Seating systems.

* * * * *
    S2. Application. This standard applies to passenger cars,
multipurpose passenger vehicles, trucks with at least one designated
seating position, and buses.
* * * * *
    S4.1 Driver's seat. Each vehicle with a manually-operated driving
control shall have a driver's designated seating position.
* * * * *
0
9. Amend Sec.  571.208 by:
0
a. Revising paragraphs S3(a), S4.2, S<IP_ADDRESS>(c), S<IP_ADDRESS>(a)(2),
S<IP_ADDRESS>.1, the definition of ``Perimeter seating bus'' in S4.4.1, and
paragraphs S<IP_ADDRESS>.1, S<IP_ADDRESS>.2, S<IP_ADDRESS>.1, S<IP_ADDRESS>.2, S<IP_ADDRESS>,
S<IP_ADDRESS>.1, S<IP_ADDRESS>.2 introductory text, S<IP_ADDRESS>.2(e), S<IP_ADDRESS>,
S4.5.1(c)(3), S4.5.1(e)(1) introductory text, S4.5.1(e)(2) introductory
text, S4.5.1(e)(3) introductory text, S4.5.1(f)(1), S4.11(d),
S<IP_ADDRESS>(a), and S7.1.6;
0
b. Redesignating paragraph S7.1.6 as paragraph S<IP_ADDRESS>;
0
c. Revising paragraphs S8.1.4, S8.2.7(c), S10.2.1, S10.2.2, S10.3.1,
S10.3.2, S<IP_ADDRESS>, S<IP_ADDRESS>, S<IP_ADDRESS>, S10.5, S10.6.1, S10.6.2,
S10.7, S13.3, S16.2.9, S<IP_ADDRESS>, S<IP_ADDRESS>, S<IP_ADDRESS>, S16.2.10,
S<IP_ADDRESS>, S<IP_ADDRESS>.4, S<IP_ADDRESS>.8, S<IP_ADDRESS>.9, S<IP_ADDRESS>.2,
S<IP_ADDRESS>.3, S<IP_ADDRESS>.4, S16.3.3, S<IP_ADDRESS>, S<IP_ADDRESS>.2, S<IP_ADDRESS>.4,
S<IP_ADDRESS>, S<IP_ADDRESS>, S16.3.4, S16.3.5, S19.2.1, S19.2.2 introductory
text, (d), (g), and (h), S19.2.3, S19.3, and S19.4;
0
d. Adding paragraphs S19.5 and S19.5.1;
0
e. Revising paragraphs S20.1.2, S20.2, S<IP_ADDRESS>, S<IP_ADDRESS>, S<IP_ADDRESS>,
S20.3, S20.3.1, S20.3.2, S20.4.1, S20.4.4, S20.4.9, S21.2.1, S21.2.3,
S21.3, and S21.4;
0
f. Adding paragraphs S21.6, and S21.6.1,
0
g. Revising paragraphs S22.1.2, S22.1.3, S22.2, S<IP_ADDRESS>, S<IP_ADDRESS>,
S22.2.2, S<IP_ADDRESS>(a) and (b), S<IP_ADDRESS>(a) and (b), S<IP_ADDRESS>(a),
S<IP_ADDRESS>(a), S<IP_ADDRESS>(a) and (b), S<IP_ADDRESS>(a) and (b), S<IP_ADDRESS>(a)
and (a)(6), S22.3, S22.3.1, S22.3.2, S<IP_ADDRESS>, S<IP_ADDRESS>, S<IP_ADDRESS>,
S22.4.4, S22.5.1, S23.2.1, S23.2.3, S23.3, and S23.4;
0
h. Adding paragraphs S23.6, and S23.6.1; and
0
i. Revising paragraphs S24.1.2, S24.1.3, S24.2, S24.2.3, S24.3,
S24.3.1, S24.3.2, S<IP_ADDRESS>, S<IP_ADDRESS>, S<IP_ADDRESS> introductory text,
S24.4.4, S26.2.1, S26.2.2, S<IP_ADDRESS>, S<IP_ADDRESS>, S26.2.5, S26.3.2,
S26.3.3, S<IP_ADDRESS>, S26.3.5, S26.3.6, S26.3.7, S27.5.2, S27.6.2, S28.2,
and S28.4.
    The revisions and additions read as follows:

Sec.  571.208   Standard No. 208; Occupant crash protection.

* * * * *
    S3. Application. (a) This standard applies to passenger cars,
multipurpose passenger vehicles, trucks with at least one designated
seating position, and buses. In addition, S9, Pressure vessels and
explosive devices, applies to vessels designed to contain a pressurized
fluid or gas, and to explosive devices, for use in the above types of
motor vehicles as part of a system designed to provide protection to
occupants in the event of a crash.
* * * * *
    S4.2 Trucks and multipurpose passenger vehicles with a GVWR of
10,000 pounds or less. As used in this section, vehicles manufactured
for operation by persons with disabilities means vehicles that
incorporate a level change device (e.g., a wheelchair lift or a ramp)
for onloading or offloading an occupant in a wheelchair, an interior
element of design intended to provide the vertical clearance necessary
to permit a person in a wheelchair to move between the lift or ramp and
the driver's position or to occupy that position, and either an
adaptive control or special driver's seating accommodation to enable
persons who have limited use of their arms or legs to operate a
vehicle. For purposes of this definition, special driver's seating
accommodations include a driver's seat easily removable with means
installed for that purpose or with simple tools, or a driver's seat
with extended adjustment capability to allow a person to easily
transfer from a wheelchair to the driver's seat.
* * * * *
    S<IP_ADDRESS> * * *

    (c) Each truck, bus, and multipurpose passenger vehicle with a GVWR
of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds
or less manufactured on or after September 1, 1995, but before
September 1, 1998, whose driver's seating position complies with the
requirements of S<IP_ADDRESS>(a) of this standard by means not including any
type of seat belt and whose right front passenger seating position is
equipped with a manual Type 2 seat belt that complies with S5.1 of this
standard, with the seat belt assembly adjusted in accordance with
S7.4.2, shall be counted as a vehicle complying with S<IP_ADDRESS>.
    S<IP_ADDRESS> * * *
    (a) * * *
    (2) Each truck, bus, and multipurpose passenger vehicle with a GVWR
of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds
or less whose driver's seating position complies with the requirements
of S<IP_ADDRESS>(a) by means not including any type of seat belt and whose
right front passenger seating position is equipped with a manual Type 2
seat belt that complies with S5.1 of this standard, with the seat belt
assembly adjusted in accordance with S7.4.2, is counted as one vehicle.
* * * * *
    S<IP_ADDRESS>.1 The amount of trucks, buses, and multipurpose passenger
vehicles complying with the requirements of S<IP_ADDRESS>(a)(1) of this
standard by means of an inflatable restraint system shall be not less
than 80 percent of the manufacturer's total combined production of
subject vehicles manufactured on or after September 1, 1997 and before
September 1, 1998. Each truck, bus, or multipurpose passenger vehicle
with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of
5,500 pounds or less manufactured on or after September 1, 1997 and
before September 1, 1998, whose driver's seating position complies with
S<IP_ADDRESS>(a)(1) by means of an inflatable restraint system and whose
right front passenger seating position is equipped with a manual Type 2
seat belt assembly that complies with S5.1 of this standard, with the
seat belt assembly adjusted in accordance with S7.4.2 of this standard,
shall be counted as a vehicle complying with S<IP_ADDRESS>(a)(1) by means of
an inflatable restraint system. A vehicle shall not be deemed to be in
noncompliance with this standard if its manufacturer establishes that
it did not have reason to know in the exercise of due care that such
vehicle is not in conformity with the requirement of this standard.
* * * * *
    S4.4.1 * * *
* * * * *
    Perimeter-seating bus means a bus, which is not an over-the-road
bus, that has 7 or fewer designated seating positions that are forward-
facing or can convert to forward-facing without the use of tools, and
are rearward of the driver's designated seating position or rearward of
the outboard designated seating positions in the front row of seats, if
there is no driver's designated seating position.
* * * * *
    S<IP_ADDRESS>.1 The driver's designated seating position and any
outboard designated seating position not rearward of the driver's
seating position shall be equipped with a Type 2 seat belt assembly.
For a school bus without a driver's designated seating position, the
outboard designated seating positions in the front row of seats shall
be equipped with Type 2 seat belt assemblies. The seat belt assembly
shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and
S7.2 of this standard. The lap belt portion of the seat belt assembly
shall include either an emergency locking retractor or an automatic
locking retractor. An automatic locking retractor shall not retract
webbing to the next locking position until at least \3/4\ inch of
webbing has moved into the retractor. In determining whether an
automatic locking retractor complies with this requirement, the webbing
is extended to 75 percent of its length and the retractor is locked
after the initial adjustment. If the seat belt assembly installed in
compliance with this requirement incorporates any webbing tension-
relieving device, the vehicle owner's manual shall include the
information specified in S7.4.2(b) of this standard for the tension-
relieving device, and the vehicle shall comply with S7.4.2(c) of this
standard.
    S<IP_ADDRESS>.2 Passenger seating positions, other than those specified
in S<IP_ADDRESS>.1, shall be equipped with Type 2 seat belt assemblies that
comply with the requirements of S<IP_ADDRESS>, S7.1.5 and S7.2 of this
standard.
* * * * *
    S<IP_ADDRESS>.1 First option--complete passenger protection system--
driver only. The vehicle shall meet the crash protection requirements
of S5, with respect to an anthropomorphic test dummy in the driver's
designated seating position, by means that require no action by vehicle
occupants.
    S<IP_ADDRESS>.2 Second option--belt system. The vehicle shall, at the
driver's designated seating position and all designated seating
positions in the front row of seats, if there is no driver's designated
seating position, be equipped with either a Type 1 or a Type 2 seat
belt assembly that conforms to Sec.  571.209 of this part and S7.2 of
this Standard. A Type 1 belt assembly or the pelvic portion of a dual
retractor Type 2 belt assembly installed at these seating position
shall include either an emergency locking retractor or an automatic
locking retractor. If a seat belt assembly includes an automatic
locking retractor for the lap belt or the lap belt portion, that seat
belt assembly shall comply with the following:
* * * * *
    S<IP_ADDRESS> Each school bus with a GVWR of more than 4,536 kg (10,000
lb) but not greater than 11,793 kg (26,000 lb) shall be equipped with a
Type 2 seat belt assembly at the driver's designated seating position
and all designated seating positions in the front row of seats, if
there is no driver's designated seating position. The seat belt
assembly shall comply with Standard No. 209 (49 CFR 571.209) and with
S7.1 and S7.2 of this standard. If a seat belt assembly installed in
compliance with this requirement includes an automatic locking
retractor for the lap belt portion, that seat belt assembly shall
comply with paragraphs (a) through (c) of S<IP_ADDRESS>.2 of this standard.
If a seat belt assembly installed in compliance with this requirement
incorporates any webbing tension-relieving device, the vehicle owner's
manual shall include the information specified in S7.4.2(b) of this
standard for the tension-relieving device, and the vehicle shall comply
with S7.4.2(c) of this standard.
* * * * *
    S<IP_ADDRESS>.1 The driver's designated seating position and any
outboard designated seating position not rearward of the driver's
seating position shall be equipped with a Type 2 seat belt assembly.
The seat belt assembly shall comply with Standard No. 209 (49 CFR
571.209) and with S7.1 and S7.2 of this standard. For a bus without a
driver's designated seating position, any outboard designated seating
positions in the front row of seats, shall be equipped with Type 2 seat
belt assemblies. If a seat belt assembly installed in compliance with
this requirement includes an automatic locking retractor for the lap
belt portion, that seat belt assembly shall comply with paragraphs (a)
through (c) of S<IP_ADDRESS>.2 of this standard. If a seat belt assembly
installed in compliance with this requirement incorporates any webbing
tension-relieving device, the vehicle owner's manual shall include the
information specified in S7.4.2(b) of this standard for the tension-
relieving

device, and the vehicle shall comply with S7.4.2(c) of this standard.
    S<IP_ADDRESS>.2 Passenger seating positions, other than those specified
in S<IP_ADDRESS>.1 and seating positions on prison buses rearward of the
driver's seating position, shall:
* * * * *
    (e) Comply with the requirements of S<IP_ADDRESS>, S<IP_ADDRESS>, S7.1.3, and
S7.2 of this standard.
* * * * *
    S<IP_ADDRESS> Each school bus with a GVWR of more than 11,793 kg (26,000
lb) shall be equipped with a Type 2 seat belt assembly at the driver's
designated seating position and all designated seating positions in the
front row of seats, if there is no driver's designated seating
position. The seat belt assembly shall comply with Standard No. 209 (49
CFR 571.209) and with S7.1 and S7.2 of this standard. If a seat belt
assembly installed in compliance with this requirement includes an
automatic locking retractor for the lap belt portion, that seat belt
assembly shall comply with paragraphs (a) through (c) of S<IP_ADDRESS>.2 of
this standard. If a seat belt assembly installed in compliance with
this requirement incorporates any webbing tension-relieving device, the
vehicle owner's manual shall include the information specified in
S7.4.2(b) of this standard for the tension-relieving device, and the
vehicle shall comply with S7.4.2(c) of this standard.
* * * * *
    S4.5.1 * * *
    (c) * * *
    (3) If a vehicle does not have an inflatable restraint at any front
seating position other than that for the driver's designated seating
position, the pictogram may be omitted from the label shown in Figure
6c.
* * * * *
    (e) * * *
    (1) Except as provided in S4.5.1(e)(2) or S4.5.1(e)(3), each
vehicle that is equipped with an inflatable restraint for the passenger
position shall have a label attached to a location on the dashboard or
the steering control hub that is clearly visible from all front seating
positions. The label need not be permanently affixed to the vehicle.
This label shall conform in content to the label shown in Figure 7 of
this standard, and shall comply with the requirements of
S4.5.1(e)(1)(i) through S4.5.1(e)(1)(iii).
* * * * *
    (2) Vehicles certified to meet the requirements specified in S19,
S21, and S23 before December 1, 2003, that are equipped with an
inflatable restraint for the passenger position shall have a label
attached to a location on the dashboard or the steering control hub
that is clearly visible from all front seating positions. The label
need not be permanently affixed to the vehicle. This label shall
conform in content to the label shown in either Figure 9 or Figure 12
of this standard, at manufacturer's option, and shall comply with the
requirements of S4.5.1(e)(2)(i) through S4.5.1(e)(2)(iv).
* * * * *
    (3) Vehicles certified to meet the requirements specified in S19,
S21, and S23 on or after December 1, 2003, that are equipped with an
inflatable restraint for the passenger position shall have a label
attached to a location on the dashboard or the steering control hub
that is clearly visible from all front seating positions. The label
need not be permanently affixed to the vehicle. This label shall
conform in content to the label shown in Figure 12 of this standard and
shall comply with the requirements of S4.5.1(e)(3)(i) through
S4.5.1(e)(3)(iv).
* * * * *
    (f) Information to appear in owner's manual. (1) The owner's manual
for any vehicle equipped with an inflatable restraint system shall
include an accurate description of the vehicle's air bag system in an
easily understandable format. The owner's manual shall include a
statement to the effect that the vehicle is equipped with an air bag
and lap/shoulder belt at both front outboard seating positions, and
that the air bag is a supplemental restraint at those seating
positions. The information shall emphasize that all occupants should
always wear their seat belts whether or not an air bag is also provided
at their seating position to minimize the risk of severe injury or
death in the event of a crash. The owner's manual shall also provide
any necessary precautions regarding the proper positioning of
occupants, including children, at seating positions equipped with air
bags to ensure maximum safety protection for those occupants. The
owner's manual shall also explain that no objects should be placed over
or near the air bag on the instrument panel, because any such objects
could cause harm if the vehicle is in a crash severe enough to cause
the air bag to inflate.
* * * * *
    S4.11 * * *
    (d) For driver dummy low risk deployment tests, the injury criteria
shall be met when calculated based on data recorded for 125
milliseconds after the initiation of the final stage of air bag
deployment designed to deploy in any full frontal rigid barrier crash
up to 26 km/h (16 mph).
* * * * *
    S<IP_ADDRESS> * * *
    (a) Each designated seating position, except the driver's
designated seating position, and except any right front seating
position that is equipped with an automatic belt, that is in any motor
vehicle, except walk-in van-type vehicles and vehicles manufactured to
be sold exclusively to the U.S. Postal Service, and that is forward-
facing or can be adjusted to be forward-facing, shall have a seat belt
assembly whose lap belt portion is lockable so that the seat belt
assembly can be used to tightly secure a child restraint system. The
means provided to lock the lap belt or lap belt portion of the seat
belt assembly shall not consist of any device that must be attached by
the vehicle user to the seat belt webbing, retractor, or any other part
of the vehicle. Additionally, the means provided to lock the lap belt
or lap belt portion of the seat belt assembly shall not require any
inverting, twisting or otherwise deforming of the belt webbing.
* * * * *
    S<IP_ADDRESS> [Redesignated]
* * * * *
    S8.1.4 Adjustable steering controls are adjusted so that the
steering control hub is at the geometric center of the locus it
describes when it is moved through its full range of driving positions.
* * * * *
    S8.2.7 * * *
    (c) A vertical plane through the geometric center of the barrier
impact surface and perpendicular to that surface passes through the
driver's seating position seating reference point in the tested
vehicle.
* * * * *
    S10.2.1 The driver dummy's upper arms shall be adjacent to the
torso with the centerlines as close to a vertical plane as possible.
    S10.2.2 Any front outboard passenger dummy's upper arms shall be in
contact with the seat back and the sides of the torso.
* * * * *
    S10.3.1 The palms of the driver dummy shall be in contact with the
outer part of the steering control rim at the rim's horizontal
centerline. The thumbs shall be over the steering control rim and shall
be lightly taped to the steering control rim so that if the hand of the
test dummy is pushed upward by a force of not less than 2 pounds and
not more than 5 pounds, the tape shall release the hand from the
steering control rim.
    S10.3.2 The palms of any passenger test dummy shall be in contact
with the outside of the thigh. The little finger

shall be in contact with the seat cushion.
* * * * *
    S<IP_ADDRESS> In vehicles equipped with bench seats, the upper torso of
the driver and front outboard passenger dummies shall rest against the
seat back. The midsagittal plane of the driver dummy shall be vertical
and parallel to the vehicle's longitudinal centerline, and pass through
the center of rotation of the steering control. The midsagittal plane
of any passenger dummy shall be vertical and parallel to the vehicle's
longitudinal centerline and the same distance from the vehicle's
longitudinal centerline as the midsagittal plane of the driver dummy,
if there is a driver's seating position. If there is no driver's
seating position, the midsagittal plane of any front outboard passenger
dummy shall be vertical and parallel to the vehicle's longitudinal
centerline, and pass through the seating reference point of the seat
that it occupies.
    S<IP_ADDRESS> In vehicles equipped with bucket seats, the upper torso
of the driver and passenger dummies shall rest against the seat back.
The midsagittal plane of the driver and any front outboard passenger
dummy shall be vertical and shall coincide with the longitudinal
centerline of the bucket seat.
* * * * *
    S<IP_ADDRESS> H-point. The H-points of the driver and any front
outboard passenger test dummies shall coincide within \1/2\ inch in the
vertical dimension and \1/2\ inch in the horizontal dimension of a
point \1/4\ inch below the position of the H-point determined by using
the equipment and procedures specified in SAE Standard J826-1980
(incorporated by reference, see Sec.  571.5), except that the length of
the lower leg and thigh segments of the H-point machine shall be
adjusted to 16.3 and 15.8 inches, respectively, instead of the 50th
percentile values specified in Table 1 of SAE Standard J826-1980.
* * * * *
    S10.5 Legs. The upper legs of the driver and any front outboard
passenger test dummies shall rest against the seat cushion to the
extent permitted by placement of the feet. The initial distance between
the outboard knee clevis flange surfaces shall be 10.6 inches. To the
extent practicable, the left leg of the driver dummy and both legs of
any front outboard passenger dummy shall be in vertical longitudinal
planes. To the extent practicable, the right leg of the driver dummy
shall be in a vertical plane. Final adjustment to accommodate the
placement of feet in accordance with S10.6 for various passenger
compartment configurations is permitted.
* * * * *
    S10.6.1 Driver dummy position.
* * * * *
    S10.6.2 Front outboard passenger dummy position.
* * * * *
    S10.7 Test dummy positioning for latchplate access. The reach
envelopes specified in S7.4.4 of this standard are obtained by
positioning a test dummy in the driver's or front outboard passenger
seating position and adjusting that seating position to its forwardmost
adjustment position. Attach the lines for the inboard and outboard arms
to the test dummy as described in Figure 3 of this standard. Extend
each line backward and outboard to generate the compliance arcs of the
outboard reach envelope of the test dummy's arms.
* * * * *
    S13.3 Vehicle test attitude. When the vehicle is in its ``as
delivered'' condition, measure the angle between the left side door
sill and the horizontal. Mark where the angle is taken on the door
sill. The ``as delivered'' condition is the vehicle as received at the
test site, with 100 percent of all fluid capacities and all tires
inflated to the manufacturer's specifications as listed on the
vehicle's tire placard. When the vehicle is in its ``fully loaded''
condition, measure the angle between the left side door sill and the
horizontal, at the same place the ``as delivered'' angle was measured.
The ``fully loaded'' condition is the test vehicle loaded in accordance
with S8.1.1(a) or (b) of Standard No. 208, as applicable. The load
placed in the cargo area shall be centered over the longitudinal
centerline of the vehicle. The pretest door sill angle, when the
vehicle is on the sled, (measured at the same location as the as
delivered and fully loaded condition) shall be equal to or between the
as delivered and fully loaded door sill angle measurements.
* * * * *
    S16.2.9 Steering control adjustment.
    S<IP_ADDRESS> Adjust a tiltable steering control, if possible, so that
the steering control hub is at the geometric center of its full range
of driving positions.
    S<IP_ADDRESS> If there is no setting detent at the mid-position, lower
the steering control to the detent just below the mid-position.
    S<IP_ADDRESS> If the steering column is telescoping, place the steering
column in the mid-position. If there is no mid-position, move the
steering control rearward one position from the mid-position.
    S16.2.10 Front outboard passenger seat set-up.
* * * * *
    S<IP_ADDRESS> Seat position adjustment. If the front right outboard
passenger seat does not adjust independently of the front left outboard
seat, the front left outboard seat shall control the final position of
the front right outboard passenger seat.
* * * * *
    S<IP_ADDRESS>.4 Bench seats. Position the midsagittal plane of the
dummy vertical and parallel to the vehicle's longitudinal centerline
and aligned within 10 mm (0.4 in) of the center
of the steering control.
* * * * *
    S<IP_ADDRESS>.8 If needed, extend the legs slightly so that the feet
are not in contact with the floor pan. Let the thighs rest on the seat
cushion to the extent permitted by the foot movement. Keeping the leg
and the thigh in a vertical plane, place the foot in the vertical
longitudinal plane that passes through the centerline of the
accelerator pedal. Rotate the left thigh outboard about the hip until
the center of the knee is the same distance from the midsagittal plane
of the dummy as the right knee 5 mm (0.2 in).
Using only the control that primarily moves the seat fore and aft,
attempt to return the seat to the full forward position. If either of
the dummy's legs first contacts the steering control, then adjust the
steering control, if adjustable, upward until contact with the steering
control is avoided. If the steering control is not adjustable, separate
the knees enough to avoid steering control contact. Proceed with moving
the seat forward until either the leg contacts the vehicle interior or
the seat reaches the full forward position. (The right foot may contact
and depress the accelerator and/or change the angle of the foot with
respect to the leg during seat movement.) If necessary to avoid contact
with the vehicles brake or clutch pedal, rotate the test dummy's left
foot about the leg. If there is still interference, rotate the left
thigh outboard about the hip the minimum distance necessary to avoid
pedal interference. If a dummy leg contacts the vehicle interior before
the full forward position is attained, position the seat at the next
detent where there is no contact. If the seat is a power seat, move the
seat fore and aft to avoid contact while assuring that there is a
maximum of 5 mm (0.2 in) distance between the vehicle interior and the
point on the dummy that would first contact the vehicle interior. If
the steering control was moved, return it to

the position described in S16.2.9. If the steering control contacts the
dummy's leg(s) prior to attaining this position, adjust it to the next
higher detent, or if infinitely adjustable, until there is 5 mm (0.2
in) clearance between the control and the dummy's leg(s).
    S<IP_ADDRESS>.9 For vehicles without adjustable seat backs, adjust the
lower neck bracket to level the head as much as possible. For vehicles
with adjustable seat backs, while holding the thighs in place, rotate
the seat back forward until the transverse instrumentation platform of
the head is level to within 0.5 degree, making sure that
the pelvis does not interfere with the seat bight. Inspect the abdomen
to ensure that it is properly installed. If the torso contacts the
steering control, adjust the steering control in the following order
until there is no contact: Telescoping adjustment, lowering adjustment,
raising adjustment. If the vehicle has no adjustments, or contact with
the steering control cannot be eliminated by adjustment, position the
seat at the next detent where there is no contact with the steering
control as adjusted in S16.2.9. If the seat is a power seat, position
the seat to avoid contact while assuring that there is a maximum of 5
mm (0.2 in) distance between the steering control as adjusted in
S16.2.9 and the point of contact on the dummy.
* * * * *
    S<IP_ADDRESS>.2 Place the palms of the dummy in contact with the outer
part of the steering control rim at its horizontal centerline with the
thumbs over the steering control rim.
    S<IP_ADDRESS>.3 If it is not possible to position the thumbs inside the
steering control rim at its horizontal centerline, then position them
above and as close to the horizontal centerline of the steering control
rim as possible.
    S<IP_ADDRESS>.4 Lightly tape the hands to the steering control rim so
that if the hand of the test dummy is pushed upward by a force of not
less than 9 N (2 lb) and not more than 22 N (5 lb), the tape releases
the hand from the steering control rim.
    S16.3.3 Front outboard passenger dummy positioning.
    S<IP_ADDRESS> Front outboard passenger torso/head/seat back angle
positioning.
* * * * *
    S<IP_ADDRESS>.2 Fully recline the seat back, if adjustable. Install the
dummy into any front outboard passenger seat, such that when the legs
are 120 degrees to the thighs, the calves of the legs are not touching
the seat cushion.
* * * * *
    S<IP_ADDRESS>.4 Bench seats. Position the midsagittal plane of the
dummy vertical and parallel to the vehicle's longitudinal centerline
and the same distance from the vehicle's longitudinal centerline,
within 10 mm (0.4 in), as the midsagittal plane
of the driver dummy, if there is a driver's seating position.
Otherwise, the midsagittal plane of any front outboard passenger dummy
shall be vertical, parallel to the vehicle's longitudinal centerline,
and pass, within 10 mm (0.4 in), through the
seating reference point of the seat that it occupies.
* * * * *
    S<IP_ADDRESS> Front outboard passenger foot positioning.
* * * * *
    S<IP_ADDRESS> Front outboard passenger arm/hand positioning.
* * * * *
    S16.3.4 Driver and front outboard passenger adjustable head
restraints.
* * * * *
    S16.3.5 Driver and front outboard passenger manual belt adjustment
(for tests conducted with a belted dummy).
* * * * *
    S19.2.1 The vehicle shall be equipped with an automatic suppression
feature for any front outboard passenger air bag which results in
deactivation of the air bag during each of the static tests specified
in S20.2 (using the 49 CFR part 572 Subpart R 12-month-old CRABI child
dummy in any of the child restraints identified in sections B and C of
appendix A or A-1 of this standard, as appropriate and the 49 CFR part
572 subpart K Newborn Infant dummy in any of the car beds identified in
section A of appendix A or A-1, as appropriate), and activation of the
air bag system during each of the static tests specified in S20.3
(using the 49 CFR part 572 Subpart O 5th percentile adult female
dummy).
    S19.2.2 The vehicle shall be equipped with telltales for each front
outboard passenger seat which emit light whenever the associated front
outboard passenger air bag system is deactivated and does not emit
light whenever the associated front outboard passenger air bag system
is activated, except that the telltale(s) need not illuminate when the
associated front outboard passenger seat is unoccupied. Each telltale:
* * * * *
    (d) Shall be located within the interior of the vehicle and forward
of and above the design H-point of both the driver's and any front
outboard passenger's seat in their forwardmost seating positions and
shall not be located on or adjacent to a surface that can be used for
temporary or permanent storage of objects that could obscure the
telltale from either the driver's or any-front outboard passenger's
view, or located where the telltale would be obscured from the driver's
view or the adjacent front outboard passenger's view if a rear-facing
child restraint listed in appendix A or A-1, as appropriate, is
installed in any-front outboard passenger's seat.
* * * * *
    (g) Means shall be provided for making telltales visible and
recognizable to the driver and any front outboard passenger under all
driving conditions. The means for providing the required visibility may
be adjustable manually or automatically, except that the telltales may
not be adjustable under any driving conditions to a level that they
become invisible or not recognizable to the driver and any front
outboard passenger.
    (h) The telltale must not emit light except when any passenger air
bag is turned off or during a bulb check upon vehicle starting.
    S19.2.3 The vehicle shall be equipped with a mechanism that
indicates whether the air bag system is suppressed, regardless of
whether any front outboard passenger seat is occupied. The mechanism
need not be located in the occupant compartment unless it is the
telltale described in S19.2.2.
    S19.3 Option 2--Low risk deployment. Each vehicle shall meet the
injury criteria specified in S19.4 of this standard when any front
outboard passenger air bag is deployed in accordance with the
procedures specified in S20.4.
* * * * *
    S19.5 Motion suppression for vehicles with manually-operated
driving controls that do not require a driver. Each vehicle that is
certified as complying with S14 shall not be capable of motion when a
12-month-old CRABI dummy is placed at the driver's seating position and
the vehicle is in an operational state that does not require a driver.
    S19.5.1 Motion suppression shall be assessed under the test
procedures specified in S20.1 through S20.2, except that the 12-month-
old CRABI dummy is placed in the driver's seating position and the
result shall be an inability of engage vehicle motion.
* * * * *
    S20.1.2 Unless otherwise specified, each vehicle certified to this
option shall comply in tests conducted with any front outboard
passenger seating position, if adjustable fore and aft, at full
rearward, middle, and full forward

positions. If the child restraint or dummy contacts the vehicle
interior, move the seat rearward to the next detent that provides
clearance, or if the seat is a power seat, using only the control that
primarily moves the seat fore and aft, move the seat rearward while
assuring that there is a maximum of 5 mm (0.2 in) clearance between the
dummy or child restraint and the vehicle interior.
* * * * *
    S20.2 Static tests of automatic suppression feature which shall
result in deactivation of any front outboard passenger air bag. Each
vehicle that is certified as complying with S19.2 shall meet the
following test requirements.
* * * * *
    S<IP_ADDRESS> The vehicle shall comply in tests using any child
restraint specified in section B and section C of appendix A or A-1 of
this standard, as appropriate, installed in any front outboard
passenger vehicle seat in the following orientations:
* * * * *
    S<IP_ADDRESS> For bucket seats, ``Plane B'' refers to a vertical plane
parallel to the vehicle longitudinal centerline through the
longitudinal centerline of any front outboard passenger vehicle seat
cushion. For bench seats in vehicles with manually-operated driving
controls, ``Plane B'' refers to a vertical plane through any front
outboard passenger vehicle seat parallel to the vehicle longitudinal
centerline the same distance from the longitudinal centerline of the
vehicle as the center of the steering control. For bench seats in
vehicles without manually-operated driving controls, ``Plane B'' refers
to the vertical plane parallel to the vehicle longitudinal centerline,
through any front outboard passenger seat's SgRP.
* * * * *
    S<IP_ADDRESS> For bucket seats, ``Plane B'' refers to a vertical plane
parallel to the vehicle longitudinal centerline through the
longitudinal centerline of any front outboard passenger vehicle seat
cushion. For bench seats in vehicles with manually-operated driving
controls, ``Plane B'' refers to a vertical plane through any front
outboard passenger seat parallel to the vehicle longitudinal centerline
the same distance from the longitudinal centerline of the vehicle as
the center of the steering control. For bench seats in vehicles without
manually-operated driving controls, ``Plane B'' refers to the vertical
plane parallel to the vehicle longitudinal centerline, through any
front outboard passenger seat's SgRP.
* * * * *
    S20.3 Static tests of automatic suppression feature which shall
result in activation of any front outboard passenger air bag system.
    S20.3.1 Each vehicle certified to this option shall comply in tests
conducted with any front outboard passenger seating position, if
adjustable fore and aft, at the mid-height, in the full rearward and
middle positions determined in S<IP_ADDRESS>, and the forward position
determined in S<IP_ADDRESS>.8.
    S20.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult
female test dummy at any front outboard passenger seating position of
the vehicle, in accordance with procedures specified in S16.3.3 of this
standard, except as specified in S20.3.1, subject to the fore-aft seat
positions in S20.3.1. Do not fasten the seat belt.
* * * * *
    S20.4.1 Position any front outboard passenger vehicle seat at the
mid-height in the full forward position determined in S<IP_ADDRESS>, and
adjust the seat back (if adjustable independent of the seat) to the
nominal design position for a 50th percentile adult male as specified
in S8.1.3. Position adjustable lumbar supports so that the lumbar
support is in its lowest, retracted or deflated adjustment position.
Position any adjustable parts of the seat that provide additional
support so that they are in the lowest or most open adjustment
position. If adjustable, set the head restraint at the full down and
most forward position. If the child restraint or dummy contacts the
vehicle interior, do the following: Using only the control that
primarily moves the seat in the fore and aft direction, move the seat
rearward to the next detent that provides clearance; or if the seat is
a power seat, move the seat rearward while assuring that there is a
maximum of 5 mm (0.2 in) clearance.
* * * * *
    S20.4.4 For bucket seats, ``Plane B'' refers to a vertical plane
parallel to the vehicle longitudinal centerline through the
longitudinal centerline of any front outboard passenger seat cushion.
For bench seats in vehicles with manually-operated driving controls,
``Plane B'' refers to a vertical plane through any front outboard
passenger seat parallel to the vehicle longitudinal centerline that is
the same distance from the longitudinal centerline of the vehicle as
the center of the steering control. For bench seats in vehicles without
manually-operated driving controls, ``Plane B'' refers to the vertical
plane parallel to the vehicle longitudinal centerline, through any
front outboard passenger seat's SgRP.
* * * * *
    S20.4.9 Deploy any front outboard passenger frontal air bag system.
If the air bag system contains a multistage inflator, the vehicle shall
be able to comply at any stage or combination of stages or time delay
between successive stages that could occur in the presence of an infant
in a rear facing child restraint and a 49 CFR part 572, subpart R 12-
month-old CRABI dummy positioned according to S20.4, and also with the
seat at the mid-height, in the middle and full rearward positions
determined in S<IP_ADDRESS>, in a rigid barrier crash test at speeds up to
64 km/h (40 mph).
* * * * *
    S21.2.1 The vehicle shall be equipped with an automatic suppression
feature for any front outboard passenger air bag which results in
deactivation of the air bag during each of the static tests specified
in S22.2 (using the 49 CFR part 572 subpart P 3-year-old child dummy
and, as applicable, any child restraint specified in section C and
section D of appendix A or A-1 of this standard, as appropriate), and
activation of the air bag system during each of the static tests
specified in S22.3 (using the 49 CFR part 572 subpart O 5th percentile
adult female dummy).
* * * * *
    S21.2.3 The vehicle shall be equipped with a mechanism that
indicates whether the air bag is suppressed, regardless of whether any
front outboard passenger seat is occupied. The mechanism need not be
located in the occupant compartment unless it is the telltale described
in S21.2.2.
    S21.3 Option 2--Dynamic automatic suppression system that
suppresses the air bag when an occupant is out of position. (This
option is available under the conditions set forth in S27.1.) The
vehicle shall be equipped with a dynamic automatic suppression system
for any front outboard passenger air bag system which meets the
requirements specified in S27.
    S21.4 Option 3--Low risk deployment. Each vehicle shall meet the
injury criteria specified in S21.5 of this standard when any front
outboard passenger air bag is deployed in accordance with both of the
low risk deployment test procedures specified in S22.4.
* * * * *
    S21.6 Motion suppression for vehicles with manually-operated
driving controls that do not require a driver.

Each vehicle that is certified as complying with S14 shall not be
capable of motion when a 3-year-old dummy is placed at the driver's
seating position and the vehicle is in an operational state that does
not require a driver.
    S21.6.1 Motion suppression shall be assessed under the test
procedures specified in S22.1 through S22.2, except that the 3-year-old
dummy is placed in the driver's seating position and the result shall
be an inability of engage vehicle motion.
* * * * *
    S22.1.2 Unless otherwise specified, each vehicle certified to this
option shall comply in tests conducted with any front outboard
passenger seating position at the mid-height, in the full rearward,
middle, and the full forward positions determined in S<IP_ADDRESS>. If the
dummy contacts the vehicle interior, using only the control that
primarily moves the seat fore and aft, move the seat rearward to the
next detent that provides clearance. If the seat is a power seat, move
the seat rearward while assuring that there is a maximum of 5 mm (0.2
in) clearance.
    S22.1.3 Except as otherwise specified, if the child restraint has
an anchorage system as specified in S5.9 of FMVSS No. 213 and is tested
in a vehicle with any front outboard passenger vehicle seat that has an
anchorage system as specified in FMVSS No. 225, the vehicle shall
comply with the belted test conditions with the restraint anchorage
system attached to the vehicle seat anchorage system and the vehicle
seat belt unattached. It shall also comply with the belted test
conditions with the restraint anchorage system unattached to the
vehicle seat anchorage system and the vehicle seat belt attached.
* * * * *
    S22.2 Static tests of automatic suppression feature which shall
result in deactivation of any front outboard passenger air bag. Each
vehicle that is certified as complying with S21.2 shall meet the
following test requirements:
* * * * *
    S<IP_ADDRESS> Install the restraint in any front outboard passenger
vehicle seat in accordance, to the extent possible, with the child
restraint manufacturer's instructions provided with the seat for use by
children with the same height and weight as the 3-year-old child dummy.
* * * * *
    S<IP_ADDRESS> For bucket seats, ``Plane B'' refers to a vertical
longitudinal plane through the longitudinal centerline of the seat
cushion of any front outboard passenger vehicle seat. For bench seats
in vehicles with manually-operated driving controls, ``Plane B'' refers
to a vertical plane through any front outboard passenger vehicle seat
parallel to the vehicle longitudinal centerline the same distance from
the longitudinal centerline of the vehicle as the center of the
steering control. For bench seats in vehicles without manually-operated
driving controls, ``Plane B'' refers to the vertical plane parallel to
the vehicle longitudinal centerline, through any front outboard
passenger seat's SgRP.
* * * * *
    S22.2.2 Unbelted tests with dummies. Place the 49 CFR part 572
subpart P 3-year-old child dummy on any front outboard passenger
vehicle seat in any of the following positions (without using a child
restraint or booster seat or the vehicle's seat belts):
    S<IP_ADDRESS> * * *
    (a) Place the dummy on any front outboard passenger seat.
    (b) In the case of vehicles equipped with bench seats and with
manually-operated driving controls, position the midsagittal plane of
the dummy vertically and parallel to the vehicle's longitudinal
centerline and the same distance from the vehicle's longitudinal
centerline, within 10 mm (0.4 in), as the
center of the steering control. For bench seats in vehicles without
manually-operated driving controls, position the midsagittal plane of
any front outboard dummy vertically and parallel to the vehicle's
longitudinal centerline, within 10 mm (0.4 in)
of the seating reference point of the seat that it occupies. In the
case of vehicles equipped with bucket seats, position the midsagittal
plane of any front outboard dummy vertically such that it coincides
with the longitudinal centerline of the seat cushion, within 10 mm (0.4 in). Position the torso of the dummy
against the seat back. Position the dummy's thighs against the seat
cushion.
* * * * *
    S<IP_ADDRESS> * * *
    (a) Place the dummy on any front outboard passenger seat.
    (b) In the case of vehicles equipped with bench seats and with
manually-operated driving controls, position the midsagittal plane of
the dummy vertically and parallel to the vehicle's longitudinal
centerline and the same distance from the vehicle's longitudinal
centerline, within 10 mm (0.4 in), as the
center of the steering control. For bench seats in vehicles without
manually-operated driving controls, position the midsagittal plane of
any front outboard dummy vertically and parallel to the vehicle's
longitudinal centerline, within 10 mm (0.4 in)
of the seating reference point of the seat that it occupies. In the
case of vehicles equipped with bucket seats, position the midsagittal
plane of any front outboard dummy vertically such that it coincides
with the longitudinal centerline of the seat cushion, within 10 mm (0.4 in). Position the dummy with the spine
vertical so that the horizontal distance from the dummy's back to the
seat back is no less than 25 mm (1.0 in) and no more than 150 mm (6.0
in), as measured along the dummy's midsagittal plane at the mid-sternum
level. To keep the dummy in position, a material with a maximum
breaking strength of 311 N (70 lb) may be used to hold the dummy.
* * * * *
    S<IP_ADDRESS> * * *
    (a) In the case of vehicles equipped with bench seats and with
manually-operated driving controls, position the midsagittal plane of
the dummy vertically and parallel to the vehicle's longitudinal
centerline and the same distance from the vehicle's longitudinal
centerline, within 10 mm (0.4 in), as the
center of the steering control. For bench seats in vehicles without
manually-operated driving controls, position the midsagittal plane of
any front outboard dummy vertically and parallel to the vehicle's
longitudinal centerline, within 10 mm (0.4 in)
of the seating reference point of the seat that it occupies. In the
case of vehicles equipped with bucket seats, position the midsagittal
plane of any front outboard dummy vertically such that it coincides
with the longitudinal centerline of the seat cushion, within 10 mm (0.4 in).
* * * * *
    S<IP_ADDRESS> * * *
    (a) In the case of vehicles equipped with bench seats and with
manually-operated driving controls, position the midsagittal plane of
the dummy vertically and parallel to the vehicle's longitudinal
centerline and the same distance from the vehicle's longitudinal
centerline, within 10 mm (0.4 in), as the
center of the steering control rim. For bench seats in vehicles without
manually-operated driving controls, position the midsagittal plane of
any front outboard dummy vertically and parallel to the vehicle's
longitudinal centerline, within 10 mm (0.4 in)
of the seating reference point of the seat that it occupies. In the
case of vehicles equipped with bucket seats, position the midsagittal
plane of any front outboard dummy vertically such that it coincides
with the longitudinal centerline of the seat cushion, within 10 mm (0.4 in). Position the dummy in a standing
position on any front outboard passenger seat cushion facing the front

of the vehicle while placing the heels of the dummy's feet in contact
with the seat back.
* * * * *
    S<IP_ADDRESS> * * *
    (a) In the case of vehicles equipped with bench seats and manually-
operated driving controls, position the midsagittal plane of the dummy
vertically and parallel to the vehicle's longitudinal centerline and
the same distance from the vehicle's longitudinal centerline, within
10 mm (0.4 in), as the center of the steering
control. For bench seats in vehicles without manually-operated driving
controls, position the midsagittal plane of any front outboard dummy
vertically and parallel to the vehicle's longitudinal centerline,
within 10 mm (0.4 in) of the seating reference
point of the seat that it occupies. In the case of vehicles equipped
with bucket seats, position the midsagittal plane of any front outboard
dummy vertically such that it coincides with the longitudinal
centerline of the seat cushion, within 10 mm (0.4 in).
    (b) Position the dummy in a kneeling position in any front outboard
passenger vehicle seat with the dummy facing the front of the vehicle
with its toes at the intersection of the seat back and seat cushion.
Position the dummy so that the spine is vertical. Push down on the legs
so that they contact the seat as much as possible and then release.
Place the arms parallel to the spine.
* * * * *
    S<IP_ADDRESS> * * *
    (a) In the case of vehicles equipped with bench seats and manually-
operated driving controls, position the midsagittal plane of the dummy
vertically and parallel to the vehicle's longitudinal centerline and
the same distance from the vehicle's longitudinal centerline, within
10 mm (0.4 in), as the center of the steering
control. For bench seats in vehicles without manually-operated driving
controls, position the midsagittal plane of any front outboard dummy
vertically and parallel to the vehicle's longitudinal centerline,
within 10 mm (0.4 in) of the seating reference
point of the seat that it occupies. In the case of vehicles equipped
with bucket seats, position the midsagittal plane of any front outboard
dummy vertically such that it coincides with the longitudinal
centerline of the seat cushion, within 10 mm (0.4 in).
    (b) Position the dummy in a kneeling position in any front outboard
passenger vehicle seat with the dummy facing the rear of the vehicle.
Position the dummy such that the dummy's head and torso are in contact
with the seat back. Push down on the legs so that they contact the seat
as much as possible and then release. Place the arms parallel to the
spine.
* * * * *
    S<IP_ADDRESS> * * *
    (a) Lay the dummy on any front outboard passenger vehicle seat such
that the following criteria are met:
* * * * *
    (6) The head of the dummy is positioned towards the nearest
passenger door, and
* * * * *
    S22.3 Static tests of automatic suppression feature which shall
result in activation of any front outboard passenger air bag system.
    S22.3.1 Each vehicle certified to this option shall comply in tests
conducted with any front outboard passenger seating position at the
mid-height, in the full rearward, and middle positions determined in
S<IP_ADDRESS>, and the forward position determined in S<IP_ADDRESS>.8.
    S22.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult
female test dummy at any front outboard passenger seating position of
the vehicle, in accordance with procedures specified in S16.3.3 of this
standard, except as specified in S22.3.1. Do not fasten the seat belt.
* * * * *
    S<IP_ADDRESS> Place the dummy in any front outboard passenger seat such
that:
* * * * *
    S<IP_ADDRESS> Place any front outboard passenger seat at the mid-
height, in full rearward seating position determined in S<IP_ADDRESS>.
Place the seat back, if adjustable independent of the seat, at the
manufacturer's nominal design seat back angle for a 50th percentile
adult male as specified in S8.1.3. Position any adjustable parts of the
seat that provide additional support so that they are in the lowest or
most open adjustment position. If adjustable, set the head restraint in
the lowest and most forward position.
    S<IP_ADDRESS> Place the dummy in any front outboard passenger seat such
that:
* * * * *
    S22.4.4 Deploy any front outboard passenger frontal air bag system.
If the frontal air bag system contains a multistage inflator, the
vehicle shall be able to comply with the injury criteria at any stage
or combination of stages or time delay between successive stages that
could occur in a rigid barrier crash test at or below 26 km/h (16 mph),
under the test procedure specified in S22.5.
* * * * *
    S22.5.1 The test described in S22.5.2 shall be conducted with an
unbelted 50th percentile adult male test dummy in the driver's seating
position according to S8 as it applies to that seating position and an
unbelted 5th percentile adult female test dummy either in any front
outboard passenger vehicle seating position according to S16 as it
applies to that seating position or at any fore-aft seat position on
any passenger side.
* * * * *
    S23.2.1 The vehicle shall be equipped with an automatic suppression
feature for any front outboard passenger frontal air bag system which
results in deactivation of the air bag during each of the static tests
specified in S24.2 (using the 49 CFR part 572 subpart N 6-year-old
child dummy in any of the child restraints specified in section D of
appendix A or A-1 of this standard, as appropriate), and activation of
the air bag system during each of the static tests specified in S24.3
(using the 49 CFR part 572 subpart O 5th percentile adult female
dummy).
* * * * *
    S23.2.3 The vehicle shall be equipped with a mechanism that
indicates whether the air bag is suppressed, regardless of whether any
front outboard passenger seat is occupied. The mechanism need not be
located in the occupant compartment unless it is the telltale described
in S23.2.2.
    S23.3 Option 2--Dynamic automatic suppression system that
suppresses the air bag when an occupant is out of position. (This
option is available under the conditions set forth in S27.1.) The
vehicle shall be equipped with a dynamic automatic suppression system
for any front outboard passenger frontal air bag system which meets the
requirements specified in S27.
    S23.4 Option 3--Low risk deployment. Each vehicle shall meet the
injury criteria specified in S23.5 of this standard when any front
outboard passenger air bag is statically deployed in accordance with
both of the low risk deployment test procedures specified in S24.4.
* * * * *
    S23.6 Motion suppression for vehicles with manually-operated
driving controls that do not require a driver. Each vehicle that is
certified as complying with S14 shall not be capable of motion when a
6-year-old dummy is placed at the driver's seating position and the
vehicle is in an operational state that does not require a driver.
    S23.6.1 Motion suppression shall be assessed under the test
procedures specified in S24.1 through S24.3, except

that the 6-year-old dummy is placed in the driver's seating position
and the result shall be an inability of engage vehicle motion.
* * * * *
    S24.1.2 Unless otherwise specified, each vehicle certified to this
option shall comply in tests conducted with any front outboard
passenger seating position at the mid-height, in the full rearward seat
track position, the middle seat track position, and the full forward
seat track position as determined in this section. Using only the
control that primarily moves the seat in the fore and aft direction,
determine the full rearward, middle, and full forward positions of the
SCRP. Using any seat or seat cushion adjustments other than that which
primarily moves the seat fore-aft, determine the SCRP mid-point height
for each of the three fore-aft test positions, while maintaining as
closely as possible, the seat cushion angle determined in S<IP_ADDRESS>.1.
Set the seat back angle, if adjustable independent of the seat, at the
manufacturer's nominal design seat back angle for a 50th percentile
adult male as specified in S8.1.3. If the dummy contacts the vehicle
interior, move the seat rearward to the next detent that provides
clearance. If the seat is a power seat, move the seat rearward while
assuring that there is a maximum of 5 mm (0.2 in) distance between the
vehicle interior and the point on the dummy that would first contact
the vehicle interior.
    S24.1.3 Except as otherwise specified, if the booster seat has an
anchorage system as specified in S5.9 of FMVSS No. 213 and is used
under this standard in testing a vehicle with any front outboard
passenger vehicle seat that has an anchorage system as specified in
FMVSS No. 225, the vehicle shall comply with the belted test conditions
with the restraint anchorage system attached to the FMVSS No. 225
vehicle seat anchorage system and the vehicle seat belt unattached. It
shall also comply with the belted test conditions with the restraint
anchorage system unattached to the FMVSS No. 225 vehicle seat anchorage
system and the vehicle seat belt attached. The vehicle shall comply
with the unbelted test conditions with the restraint anchorage system
unattached to the FMVSS No. 225 vehicle seat anchorage system.
* * * * *
    S24.2 Static tests of automatic suppression feature which shall
result in deactivation of any passenger air bag. Each vehicle that is
certified as complying with S23.2 of FMVSS No. 208 shall meet the
following test requirements with the child restraint in any front
outboard passenger vehicle seat under the following conditions:
* * * * *
    S24.2.3 Sitting back in the seat and leaning on any front outboard
passenger door.
    (a) Place the dummy in the seated position in any front outboard
passenger vehicle seat. For bucket seats, position the midsagittal
plane of the dummy vertically such that it coincides with the
longitudinal centerline of the seat cushion, within 10 mm
(0.4 in). For bench seats in vehicles with manually-
operated driving controls, position the midsagittal plane of the dummy
vertically and parallel to the vehicle's longitudinal centerline and
the same distance from the longitudinal centerline of the vehicle,
within 10 mm (0.4 in), as the center of
rotation of the steering control. For bench seats in vehicles without
manually-operated driving controls, position the midsagittal plane of
any front outboard dummy vertically and parallel to the vehicle's
longitudinal centerline, within 10 mm (0.4 in)
of the seating reference point of the seat that it occupies.
* * * * *
    S24.3 Static tests of automatic suppression feature which shall
result in activation of any front outboard passenger air bag system.
    S24.3.1 Each vehicle certified to this option shall comply in tests
conducted with any front outboard passenger seating position at the
mid-height, in the full rearward and middle positions determined in
S24.1.2, and the forward position determined in S<IP_ADDRESS>.8.
    S24.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult
female test dummy at any front outboard passenger seating position of
the vehicle, in accordance with procedures specified in S16.3.3 of this
standard, except as specified in S24.3.1. Do not fasten the seat belt.
* * * * *
    S<IP_ADDRESS> Place the dummy in any front outboard passenger seat such
that:
* * * * *
    S<IP_ADDRESS> Place any front outboard passenger seat at the mid-height
full rearward seating position determined in S24.1.2. Place the seat
back, if adjustable independent of the seat, at the manufacturer's
nominal design seat back angle for a 50th percentile adult male as
specified in S8.1.3. Position any adjustable parts of the seat that
provide additional support so that they are in the lowest or most open
adjustment position. Position an adjustable head restraint in the
lowest and most forward position.
    S<IP_ADDRESS> Place the dummy in any front outboard passenger seat such
that:
* * * * *
    S24.4.4 Deploy any front outboard passenger frontal air bag system.
If the frontal air bag system contains a multistage inflator, the
vehicle shall be able to comply with the injury criteria at any stage
or combination of stages or time delay between successive stages that
could occur in a rigid barrier crash test at or below 26 km/h (16 mph),
under the test procedure specified in S22.5.
* * * * *
    S26.2.1 Adjust the steering controls so that the steering control
hub is at the geometric center of the locus it describes when it is
moved through its full range of driving positions. If there is no
setting at the geometric center, position it one setting lower than the
geometric center. Set the rotation of the steering control so that the
vehicle wheels are pointed straight ahead.
    S26.2.2 Mark a point on the steering control cover that is
longitudinally and transversely, as measured along the surface of the
steering control cover, within 6 mm (0.2 in) of
the point that is defined by the intersection of the steering control
cover and a line between the volumetric center of the smallest volume
that can encompass the folded undeployed air bag and the volumetric
center of the static fully inflated air bag. Locate the vertical plane
parallel to the vehicle longitudinal centerline through the point
located on the steering control cover. This is referred to as ``Plane
E.''
* * * * *
    S<IP_ADDRESS> The dummy's thorax instrument cavity rear face is 6
degrees forward (toward the front of the vehicle) of the steering
control angle (i.e., if the steering control angle is 25 degrees from
vertical, the thorax instrument cavity rear face angle is 31 degrees).
    S<IP_ADDRESS> The initial transverse distance between the longitudinal
centerlines at the front of the dummy's knees is 160 to 170 mm (6.3 to
6.7 in), with the thighs and legs of the dummy in vertical planes.
* * * * *
    S26.2.5 Maintaining the spine angle, slide the dummy forward until
the head/torso contacts the steering control.
* * * * *
    S26.3.2 Adjust the steering controls so that the steering control
hub is at the geometric center of the locus it describes when it is
moved through its full range of driving positions. If there is no
setting at the geometric center, position it one setting lower than the
geometric center. Set the rotation of the

steering control so that the vehicle wheels are pointed straight ahead.
    S26.3.3 Mark a point on the steering control cover that is
longitudinally and transversely, as measured along the surface of the
steering control cover, within 6 mm (0.2 in) of
the point that is defined by the intersection of the steering control
cover and a line between the volumetric center of the smallest volume
that can encompass the folded undeployed air bag and the volumetric
center of the static fully inflated air bag. Locate the vertical plane
parallel to the vehicle longitudinal centerline through the point
located on the steering control cover. This is referred to as ``Plane
E.''
* * * * *
    S<IP_ADDRESS> The dummy's thorax instrument cavity rear face is 6
degrees forward (toward the front of the vehicle) of the steering
control angle (i.e., if the steering control angle is 25 degrees from
vertical, the thorax instrument cavity rear face angle is 31 degrees).
* * * * *
    S26.3.5 Maintaining the spine angle, slide the dummy forward until
the head/torso contacts the steering control.
    S26.3.6 While maintaining the spine angle, position the dummy so
that a point on the chin 40 mm (1.6 in) 3 mm (0.1 in) below the center of the mouth (chin point) is, within
10 mm (0.4 in), in contact with a point on the
steering control rim surface closest to the dummy that is 10 mm (0.4
in) vertically below the highest point on the rim in Plane E. If the
dummy's head contacts the vehicle windshield or upper interior before
the prescribed position can be obtained, lower the dummy until there is
no more than 5 mm (0.2 in) clearance between the vehicle's windshield
or upper interior, as applicable.
    S26.3.7 If the steering control can be adjusted so that the chin
point can be in contact with the rim of the uppermost portion of the
steering control, adjust the steering control to that position. If the
steering control contacts the dummy's leg(s) prior to attaining this
position, adjust it to the next highest detent, or if infinitely
adjustable, until there is a maximum of 5 mm (0.2 in) clearance between
the control and the dummy's leg(s). Readjust the dummy's torso such
that the thorax instrument cavity rear face is 6 degrees forward of the
steering control angle. Position the dummy so that the chin point is in
contact, or if contact is not achieved, as close as possible to contact
with the rim of the uppermost portion of the steering control.
* * * * *
    S27.5.2 Front outboard passenger (49 CFR part 572 subpart P 3-year-
old child dummy and 49 CFR part 572 subpart N 6-year-old child dummy).
Each vehicle shall meet the injury criteria specified in S21.5 and
S23.5, as appropriate, when any front outboard passenger air bag is
deployed in accordance with the procedures specified in S28.2.
* * * * *
    S27.6.2 Front outboard passenger. The DASS shall suppress any front
outboard passenger air bag before head, neck, or torso of the specified
test device enters the ASZ when the vehicle is tested under the
procedures specified in S28.4.
* * * * *
    S28.2 Front outboard passenger suppression zone verification test
(49 CFR part 572 subpart P 3-year-old child dummy and 49 CFR part 572
subpart N 6-year-old child dummies). [Reserved]
* * * * *
    S28.4 Front outboard passenger dynamic test procedure for DASS
requirements. [Reserved]
* * * * *
0
10. Amend Sec.  571.214 by revising paragraphs S2, S5(c)(4), S<IP_ADDRESS>,
S8.4, S10.2, S10.3.1, S10.3.2, S<IP_ADDRESS>, S10.5, S12.1.1 heading and
paragraph (a)(1), paragraphs S12.1.2(a)(1), S12.1.3(a)(1), S12.2.1(c),
S12.3.1(d), S12.3.2(a)(4) and (8), (a)(9)(ii) and (a)(10), and
S12.3.3(a)(2) and (4) to read as follows:

Sec.  571.214  Standard No. 214; Side impact protection.

* * * * *
    S2 Applicability. This standard applies to passenger cars, and to
multipurpose passenger vehicles, trucks with at least one designated
seating position and buses with a gross vehicle weight rating (GVWR) of
4,536 kilograms (kg) (10,000 pounds (lb)) or less, except for walk-in
vans, or otherwise specified.
* * * * *
    S5 * * *
    (c) * * *
    (4) Vehicles in which the seat for the driver or any front outboard
passenger has been removed and wheelchair restraints installed in place
of the seat are excluded from meeting the vehicle-to-pole test at that
position; and
* * * * *
    S<IP_ADDRESS> Seat position adjustment. If the driver and any front
outboard passenger seats do not adjust independently of each other, the
struck side seat shall control the final position of the non-struck
side seat. If the driver and any front outboard passenger seats adjust
independently of each other, adjust both the struck and non-struck side
seats in the manner specified in S8.3.1.
* * * * *
    S8.4 Adjustable steering controls. Adjustable steering controls are
adjusted so that the steering control hub is at the geometric center of
the locus it describes when it is moved through its full range of
driving positions. If there is no setting detent in the mid-position,
lower the steering control to the detent just below the mid-position.
If the steering column is telescoping, place the steering column in the
mid-position. If there is no mid-position, move the steering control
rearward one position from the mid-position.
* * * * *
    S10.2 Vehicle test attitude. When the vehicle is in its ``as
delivered,'' ``fully loaded'' and ``as tested'' condition, locate the
vehicle on a flat, horizontal surface to determine the vehicle
attitude. Use the same level surface or reference plane and the same
standard points on the test vehicle when determining the ``as
delivered,'' ``fully loaded'' and ``as tested'' conditions. Measure the
angles relative to a horizontal plane, front-to-rear and from left-to-
right for the ``as delivered,'' ``fully loaded,'' and ``as tested''
conditions. The front-to-rear angle (pitch) is measured along a fixed
reference on the left and right front occupant's door sills. Mark where
the angles are taken on the door sills. The left to right angle (roll)
is measured along a fixed reference point at the front and rear of the
vehicle at the vehicle longitudinal center plane. Mark where the angles
are measured. The ``as delivered'' condition is the vehicle as received
at the test site, with 100 percent of all fluid capacities and all
tires inflated to the manufacturer's specifications listed on the
vehicle's tire placard. When the vehicle is in its ``fully loaded''
condition, measure the angle between the left front occupant's door
sill and the horizontal, at the same place the ``as delivered'' angle
was measured. The ``fully loaded condition'' is the test vehicle loaded
in accordance with S8.1 of this standard (49 CFR 571.214). The load
placed in the cargo area is centered over the longitudinal centerline
of the vehicle. The vehicle ``as tested'' pitch and roll angles are
between the ``as delivered'' and ``fully loaded'' condition, inclusive.
* * * * *
    S10.3.1 Driver and front outboard passenger seat set-up for 50th
percentile male dummy. The driver and front outboard passenger seats
are set up as

specified in S8.3.1 of this standard, 49 CFR 571.214.
    S10.3.2. Driver and front outboard passenger seat set-up for 49 CFR
part 572 Subpart V 5th percentile female dummy.
* * * * *
    S<IP_ADDRESS> Seat position adjustment. If the driver and any front
outboard passenger seats do not adjust independently of each other, the
struck side seat shall control the final position of the non-struck
side seat. If the driver and any front outboard passenger seats adjust
independently of each other, adjust both the struck and non-struck side
seats in the manner specified in S10.3.2.
* * * * *
    S10.5 Adjustable steering controls. Adjustable steering controls
are adjusted so that the steering control hub is at the geometric
center of the locus it describes when it is moved through its full
range of driving positions. If there is no setting detent in the mid-
position, lower the steering control to the detent just below the mid-
position. If the steering column is telescoping, place the steering
column in the mid-position. If there is no mid-position, move the
steering control rearward one position from the mid-position.
* * * * *
    S12.1.1 Positioning a Part 572 Subpart F (SID) dummy in the
driver's seating position.
    (a) * * *
    (1) For a bench seat. The upper torso of the test dummy rests
against the seat back. The midsagittal plane of the test dummy is
vertical and parallel to the vehicle's longitudinal centerline, and
passes through the center of the steering control.
* * * * *
    S12.1.2 Positioning a Part 572 Subpart F (SID) dummy in any front
outboard passenger seating position.
    (a) * * *
    (1) For a bench seat. The upper torso of the test dummy rests
against the seat back. The midsagittal plane of the test dummy is
vertical and parallel to the vehicle's longitudinal centerline. For
vehicles with manually-operated driving controls the midsagittal plane
of the test dummy is the same distance from the vehicle's longitudinal
centerline as would be the midsagittal plane of a test dummy positioned
in the driver's seating position under S12.1.1(a)(1). For vehicles
without manually-operated driving controls the midsagittal plane of the
test dummy shall be vertical and parallel to the vehicle's longitudinal
centerline, and passes through any front outboard passenger seat's
SgRP.
* * * * *
    S12.1.3 * * *
    (a) * * *
    (1) For a bench seat. The upper torso of the test dummy rests
against the seat back. The midsagittal plane of the test dummy is
vertical and parallel to the vehicle's longitudinal centerline, and, if
possible, the same distance from the vehicle's longitudinal centerline
as the midsagittal plane of a test dummy positioned in the driver's
seating position under S12.1.1(a)(1) or left front passenger seating
positioned under S12.1.2(a)(1) in vehicles without manually-operated
driving controls. If it is not possible to position the test dummy so
that its midsagittal plane is parallel to the vehicle longitudinal
centerline and is at this distance from the vehicle's longitudinal
centerline, the test dummy is positioned so that some portion of the
test dummy just touches, at or above the seat level, the side surface
of the vehicle, such as the upper quarter panel, an armrest, or any
interior trim (i.e., either the broad trim panel surface or a smaller,
localized trim feature).
* * * * *
    S12.2.1 * * *
    (c) Arms. For the driver's seating position and for any front
outboard passenger seating position, place the dummy's upper arms such
that the angle between the projection of the arm centerline on the mid-
sagittal plane of the dummy and the torso reference line is 40[deg]
5[deg]. The torso reference line is defined as the thoracic
spine centerline. The shoulder-arm joint allows for discrete arm
positions at 0, 40, and 90 degree settings forward of the spine.
* * * * *
    S12.3.1 * * *
    (d) Driver and any front outboard passenger dummy manual belt
adjustment. Use all available belt systems. Place adjustable belt
anchorages at the nominal position for a 5th percentile adult female
suggested by the vehicle manufacturer.
* * * * *
    S12.3.2 * * *
    (a) * * *
    (4) Bench seats. Position the midsagittal plane of the dummy
vertical and parallel to the vehicle's longitudinal centerline and
aligned within 10 mm (0.4 in) of the center of
the steering control rim.
* * * * *
    (8) If needed, extend the legs slightly so that the feet are not in
contact with the floor pan. Let the thighs rest on the seat cushion to
the extent permitted by the foot movement. Keeping the leg and the
thigh in a vertical plane, place the foot in the vertical longitudinal
plane that passes through the centerline of the accelerator pedal.
Rotate the left thigh outboard about the hip until the center of the
knee is the same distance from the midsagittal plane of the dummy as
the right knee 5 mm (0.2 in). Using only the
control that moves the seat fore and aft, attempt to return the seat to
the full forward position. If either of the dummy's legs first contacts
the steering control, then adjust the steering control, if adjustable,
upward until contact with the steering control is avoided. If the
steering control is not adjustable, separate the knees enough to avoid
steering control contact. Proceed with moving the seat forward until
either the leg contacts the vehicle interior or the seat reaches the
full forward position. (The right foot may contact and depress the
accelerator and/or change the angle of the foot with respect to the leg
during seat movement.) If necessary to avoid contact with the vehicle's
brake or clutch pedal, rotate the test dummy's left foot about the leg.
If there is still interference, rotate the left thigh outboard about
the hip the minimum distance necessary to avoid pedal interference. If
a dummy leg contacts the vehicle interior before the full forward
position is attained, position the seat at the next detent where there
is no contact. If the seat is a power seat, move the seat fore and aft
to avoid contact while assuring that there is a maximum of 5 mm (0.2
in) distance between the vehicle interior and the point on the dummy
that would first contact the vehicle interior. If the steering control
was moved, return it to the position described in S10.5. If the
steering control contacts the dummy's leg(s) prior to attaining this
position, adjust it to the next higher detent, or if infinitely
adjustable, until there is 5 mm (0.2 in) clearance between the control
and the dummy's leg(s).
    (9) * * *
    (ii) Vehicles with adjustable seat backs. While holding the thighs
in place, rotate the seat back forward until the transverse
instrumentation platform angle of the head is level to within 0.5 degrees, making sure that the pelvis does not interfere with
the seat bight. (If the torso contacts the steering control, use
S12.3.2(a)(10) before proceeding with the remaining portion of this
paragraph.) If it is not possible to level the transverse
instrumentation platform to within 0.5 degrees, select the
seat back adjustment position that minimizes the difference between the
transverse instrumentation platform angle and level, then adjust the
neck

bracket to level the transverse instrumentation platform angle to
within 0.5 degrees if possible. If it is still not possible
to level the transverse instrumentation platform to within 0.5 degrees, select the neck bracket angle position that
minimizes the difference between the transverse instrumentation
platform angle and level.
    (10) If the torso contacts the steering control, adjust the
steering control in the following order until there is no contact:
Telescoping adjustment, lowering adjustment, raising adjustment. If the
vehicle has no adjustments or contact with the steering control cannot
be eliminated by adjustment, position the seat at the next detent where
there is no contact with the steering control as adjusted in S10.5. If
the seat is a power seat, position the seat to avoid contact while
assuring that there is a maximum of 5 mm (0.2 in) distance between the