). 213 may be lessened for these older children. 289. So, for the final rule, 30 pounds was set as the cutoff.). This group encompasses children ages birth to about 4 years. Additional pictures to illustrate the seat belt sliding behind the seat back are available in the docket for this final rule. It may be tracked in the U.S. government's Unified Agenda of Regulatory and Deregulatory Actions. the impact was to the right side of the dummy but the breakage was to the left arm and leg). Washington, DC: National Highway Traffic Safety Administration. This test procedure is in the following report in the docket of this final rule: Louden, A., & Wietholter, K. (March 2022). Sign up for email updates and tips. (Note: as discussed below, this article was retracted in 2016.). 136. https://www.nhtsa.gov/equipment/car-seats-and-booster-seats#age-size-rec. The commenter referred to research that found there is less excursion using the CRAS compared to vehicle belts. Graco stated that crash test facilities 1 and 3 had the door structure relative velocity drop more than 1 km/h [0.62 mph] and that crash test facility 2 did not meet the target velocity of 19.45 mph at T0 Craig (2013). 3. 221. Subscribe to Safe Ride News to stay at the top of your game. However, NHTSA also noted that sensitivity studies showed seat foam cushion stiffness had little effect on dummy responses in the side impact test procedure. 263. Approximately 16 percent of the injuries to National Highway Traffic Safety Administration. Dr. Baer stated, [C]urrent efforts to redesign seats to optimize protection in side impacts are misguided. Also, the 40 lb weight limit represents the weight of a 75th percentile 4-year-old child and an average 5-year-old child. Performing Organization Code NHTSA/NSR-130 7. The 2015-2019 FARS analysis shows only 24.5 percent of fatalities in side impacts, however, the difference in the figures are attributed to the changing available variables in FARS not a decrease in side impact fatalities. 146. 76. 222. Use of the CRABI will ensure a robust assessment of the structural integrity of the CRS in a dynamic side crash event. FMVSS 403. 30102(a)(8). 79 FR at 4573, col. 2. (2021, November). Brelin-Fornari, J., Final Report on CRS Side Impact Study of Repeatability and Reproducibility using a Deceleration Sled, July 2017. i.e. Washington, DC: National Highway Traffic Safety Administration. Similarly, the child restraint must maintain structural integrity in the FMVSS No. NHTSA-2014-0012-0043, at pgs. 284. This document denies a petition for rulemaking from Jewkes Biomechanics (Jewkes) requesting that NHTSA amend Federal Motor Vehicle Safety Standard (FMVSS) No. e.g., 278. FMVSS 213 - Child Restraint Systems; FMVSS 214 - Side Impact Protection; FMVSS 216 - Roof Crush Resistance; FMVSS 217 - Bus Emergency Exits and Window Retention and Release; FMVSS 219 - Windshield Zone Intrusion; FMVSS 220 - School Bus Rollover Protection; FMVSS 221 - School Bus Body Joint Strength; 2022-13658 Filed 6-29-22; 8:45 am]. http://www.dot.gov/sites/dot.dev/files/docs/VSL%20Guidance%202013.pdf. The agency believed that the cost of a compliance test (estimated at $1,300) spread over the number of units sold of that child restraint model was very small, especially when compared to the price of a child restraint. It will lead to the installation of new technologies, such as side curtain air bags and torso side air bags, which are capable of improving head and thorax protection to occupants of vehicles that crash into poles and trees and vehicles that are laterally struck by a higher-riding vehicle. 102. 160. The original Takata sled buck did not include an armrest. Rear facing versus forward-facing child restraints: an updated assessment, 2017, Injury Prevention. 230. FY TP214D-09 . The objective of NPACS is to provide scientifically based EU wide harmonized test and rating protocols to offer consumers clear and understandable information about dynamic performance and usability of child restraint systems. Contact Us, Copyright 2020 All rights reserved The increase in pull/push force may also be attributed to other causes explained in the report. A more stringent head excursion requirement applies in the test in which the tether is attached. 213, "Child restraint systems," to adopt side impact performance requirements for all child restraint systems designed to seat children in a weight range that includes children weighing up to 18 kilograms (kg) (40 pounds (lb.)). 145. 171. For CRs for children weighing more than 30 pounds and up to 40 pounds, NHTSA created the instrumented Q3s 3-year-old dummy. Therefore, the annual cost of testing new CRS models was estimated to be $830,123. https://web.archive.org/web/20201201232308/https://us.britax.com/product-knowledge/articles/clicktight-convertibles/. 2011-0227, 2011 [hereinafter Sullivan et al. https://www.cdc.gov/growthcharts/cdc_charts.htm 213 had a head impact protection requirement for rear-facing CRSs that required areas contactable by the dummy's head to be covered with slow recovery, energy absorbing material. The November 2, 2020 NPRM proposed changing the belt to a lap/shoulder belt (Type 2 belt). Specifically, NHTSA was not able to demonstrate that theoretical structural improvements to CRSs could actually achieve the 400 HIC limit, and other means of meeting the limit would reduce the space provided for the child's head or make the CRS wider and heavier, which may impact overall use of the CRS. 213a with the Type 1 belt installation would unnecessarily increase the efforts and expense of testing, with minimal real-world benefits. 94. Currently, FMVSS No. As discussed below, NHTSA's drawing package contains drawings that are appropriate for an acceleration-type test. The 2012 Vehicle Rear Seat Study measured the vehicles' seat geometry and anchorage locations using a seat geometry measuring fixture (SGMF). 203. 213 currently permits booster seats only to be recommended for children weighing at least 13.6 kg (30 lb) (S5.5.2(f)). 291. 154. ARCCA did not provide details of the ISO test protocol. 196. Forward-facing CRs should be installed with the tether attached when one is present (though no other systems, such as load legs, should be deployed). NHTSA-2007-26833-0023 for a transcript of the February 8, 2007 meeting where Takata gave a presentation on its side impact test procedure. 238. Standard No. 209. Today's document proposes a further expansion, to restraints recommended for . 288. advanced side impact protection and Diono SuperLATCH attachment. Docket No. Abstract Objective: To evaluate the influence of forward-facing child restraint systems' (FFCRSs) side impact structure, such as side wings, on the head kinematics and response of a restrained, far- or center-seated 3-year-old anthropomorphic test device (ATD) in oblique sled tests. http://www.woodbridgegroup.com. Id., Also known as the Comfort Sport. 120. Baby Jogger. installation components or CRS areas that contact the intruding door), or (2) transfers energy from the CRS to the occupant or vice versa ( 2011, Lumley 1997, Menon & Ghati 2007. Louden & Wietholter (2022) for documentation on drag pull/push force which may predict if bearings have high friction. 91. Also, because the small size of a 12-month old dummy makes it difficult to fit instrumentation in such limited space, it may not be feasible to build and fully instrument a dummy this size for side impacts. https://rosap.ntl.bts.gov/view/dot/49119. There are still no child test dummies that are suitable for use in a side impact FMVSS other than the Q3s. The emitter and detector are enclosed at each end of a telescoping tube. 103. ECE R.129, Uniform provisions concerning the approval of enhanced child restraint systems used on board vehicles (ECRS), Many will likely shift to testing U.S. models by following the U.S. requirements only. See 168. **All forward-facing CRSs were installed using the lower anchors and tether anchor of CRAS and all rear-facing CRSs were installed using lower anchors only. McCray, L., Scarboro, M., Brewer, J. has an effect on the results as different accelerometers may pick up different vibration levels. ECE R.129, Uniform provisions concerning the approval of enhanced child restraint systems used on board vehicles (ECRS), 49 U.S.C. The NHTSA-Woodbridge seat cushion consists of the foam material covered by the cover used in test procedures of ECE R.44. The final rule requires tests using both installation methods. This article originated in the July/August 2022 issue of Safe Ride News. 158. 4. Sullivan et al. Seat orientation reference line means the horizontal line through Point Z as illustrated in Figure 1A of FMVSS No. BACKGROUND. 200. 130. A trapezoidal sliding seat acceleration profile (representing the struck vehicle acceleration) based on an analysis of ten small vehicle FMVSS No. (2021, May). 280. and 213 side impact test evaluation and revision 214 requires passenger vehicles to protect occupants when the vehicle is struck on either side by an MDB simulating an impacting vehicle. 49. On the other hand, manufacturers have been preparing for this development for many years. . 85 FR 69388, FMVSS Standard 101 Controls and Displays 102 . and a simulated door assembly as described in "NHTSA Standard Seat Assembly; FMVSS No. 95. 194. This final rule, added as FMVSS 213a, fulfills a mandate from Congress and is much like NHTSA's 2014 Notice of Proposed Rulemaking on this topic. In Dorel's first comment submission it reported a head displacement between 48 mm (1.9 in) to 54 mm (2.1 in). 47. (Note: The NPRM had proposed a 22-pound cutoff to determine which of the dummies to use. (Literature on development of the FMVSS No. (2009)]. NHTSA proposed using this foam because it was more representative of the stiffness of current rear seats in the vehicle fleet than other cushion foams surveyed (FMVSS No. 213 side impact test evaluation and revision (2009). 252. When the 2014 NPRM was published, it was possible for booster seats to be subject to the proposed standard, if such boosters were sold for children weighing less than 18.1 kg (40 lb). Per the National Traffic and Motor Vehicle Safety Act, motor vehicle safety standards means a minimum standard for motor vehicle performance, or motor vehicle equipment performance, which is practicable, which meets the need for motor vehicle safety and which provides objective criteria. Added Section 5.1.6 to indicate the means of installation for which child restraint systems are required to meet the requirements, which include the Type II, Type II plus tether, Lower anchorages, and Lower anchorages plus tether as applicable to the different CRS types. After the enactment of Anton's Law, this agency increased the applicability of Federal Motor Vehicle Safety Standard (FMVSS) No. 213 ( 571.213). 251. (2021, November). The CV for Chest Deflection was not calculated as an instrumentation problem caused an erroneous reading in the test at VRTC. 140. Brelin-Fornarni, J., Development of NHTSA's Side Impact Test Procedure for Child Restraint Systems Using a Deceleration Sled: Final Report, Part 1. Report Date November 2021 6. 262. 257. Ask an Engineer: Are Differences Among Webbing Types Important? This feature is not available for this document. The IIHS SAE Government Industry meeting presentation titled Booster seat characteristics in the US market can be found in the docket. Paper Number 07-0186. 233. SLIM FIT DESIGN FOR 3 ACROSS - Features 6 layers of Safe+ side impact protection without . Investigation of potential design and performance criteria for booster seats through volunteer and dynamic testing Mertz et al., Biomechanical and Scaling Bases for Frontal and Side Impact Injury Assessment Reference Values, 47th Stapp Car Crash Conference, 2003-22-0009, October 2003. Louden & Wietholter (2019). supra, Link: Ann Adv Automot Med 2013. 258. 123. (November 2021). The chest deformation is determined from the irradiance measured by the detector, which is inversely proportional to the distance of the detector from the emitter. Ask an Engineer: How Do Load Legs Improve CR Performance? Section 9.2(c) of the proposed regulatory text referred to a 178 Newton (N) force that would be applied to the dummy's crotch and thorax using a flat square surface with an area of 2,580 square millimeters. Washington, DC: National Highway Traffic Safety Administration (hereinafter Louden & Wietholter (2022)). This issue of the discrepancy in the door and armrest foam thickness is discussed previously in the preamble in the section on door characteristics. 213. Point A, which corresponds to the hinge location of the SGMF, was the reference point for all measurements. 85 FR 69898, 236. 293. 125. Available at: MAIS (Maximum Abbreviated Injury Scale) represents the maximum injury severity of an occupant based on the Abbreviated Injury Scale (AIS). Britax stated that requiring testing under FMVSS No. Washington, DC: National Highway Traffic Safety Administration (hereinafter Louden & Wietholter (20)). Reproducibility is defined as the similarity of test responses subjected to repeats of a given test condition in different test laboratories. While there may be no effect of tether use and/or tether anchorage position in a near side impact, use of a tether may improve the repeatability of the test. A door velocity (representing the struck vehicle door velocity) of 31 km/h (19.3 mph) prior to the honeycomb contacting the sliding seat structure, based on the FMVSS No. As the original Takata test sled only had a Type 2 belt system, NHTSA modified the test bench seat to incorporate a child restraint anchorage system. children too small to be safely protected in a booster seat. See at pg. (2013)]. (2013). 213 to require child restraints to meet the requirements of Standard No. MAP-21 (31501(b)(2)) requires NHTSA to issue a final rule to amend Standard No. 164. 213a describes the procedure NHTSA will use to conduct its compliance test. Further, testing NHTSA conducted in developing this final rule indicate that not all side wings and padding protect the same, and in some cases, "more" of a countermeasure . Louden & Wietholter (2022) for more details. United Nations Economic Commission for Europe (UNECE). DOT HS 812 617). Wietholter, K. & Louden, A. If the November 2020 proposal is adopted, booster seats will not be permitted to be sold for children weighing less than 18.1 kg (40 lb)so the side impact requirements of FMVSS No. 141. NHTSA is adopting a 13.6 kg (30 lb) cut off instead of a 10-kg (22-lb) cut off. (2011). The location of the top tether anchorage was on the lower rear frame of the seat, similar to the typical location of a tether anchorage in captain's seats in minivans. We are concerned that 30 pounds corresponds to the weight of a 50th percentile 3-year-old, and to the weight of a 95th percentile 18-month-old; Link: (2009), Sullivan et al. 83. NHTSA decided that combining the side and frontal test rulemakings into one standard (with each encompassing entirely new sled test systems and dynamic test requirements), could have made the revisions difficult to understand, particularly with https://www.customfoaminc.com/CustomFoamProductsSpecSheet.pdf. Format: PDF Collection (s): NHTSA - Vehicle Safety Research Main Document Checksum: [+] Download URL: Louden & Wietholter (2022). NHTSA plans to evaluate and enhance the dummy for side impact testing as well. Sullivan et al. The 2019 National Survey of the Use of Booster Seats (Report No. (Through its own testing, NHTSA found that RF-only CRs that passed side-impact tests with a base also passed without the base and, therefore, has opted to not subject manufacturers to additional testing of these CRs in baseless mode.). 30111(a). See Investigation of potential design and performance criteria for booster seats through volunteer and dynamic testing Would a different format (grouping and order of sections, use of headings, paragraphing) make the rule easier to understand? 97. Advance Notice of Proposed Rulemaking, 67 FR 21836, May 1, 2002. 2013. https://web.archive.org/web/20131012130527/http://www.carseat.org/Pictorial/InfantPict,1-11.pdf 277. 79 FR at 4601. http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2013/R129e.pdf. 213-9 App C | 213-9 App D | 213-9 App E | 213-9 App F | 213-9 App G . 79 FR at 4572-4573. Preliminary Regulatory Impact AnalysisSide Impact Test for Child Restraints FMVSS No. Factory-installed built-in child restraint system means a built-in child restraint system that has been or will be permanently installed in a motor vehicle before that vehicle is certified as a completed or altered vehicle in accordance with part 567 of this chapter. MAP-21 directed NHTSA to undertake side and frontal impact test rulemakings in the same timeframe, with each involving different compliance schedules and different test dummies. In evaluating the comment, we determined that the research to which the commenter refers studied differences in performance involving far-side impacts. Henary, B., Sherwood, C.P., Crandall, J.R., Kent, R.W., Vaca, F.E., Arbogast, K.B., Bull, M.J. (2007) Car safety seats for children: rear facing for best protection. Injury Prevention 13:398-402. Proposed Revisions to FMVSS No. (2011). Foam Feasibility Study by National Center for Manufacturing Sciences (NHTSA, June 2018). 161. 67. Hanna, R., Children Injured in Motor Vehicle Traffic Crashes, DOT HS 811 325, NHTSA, May 2010, Standard No. 92. FMVSS No. 225. www.nhtsa.gov/nhtsa/announce/NHTSAReports/TREAD.pdf. Li, H.R., & Pickrell, T. (2018, September). DOT HS 812 791). Wietholter, K. & Louden, A. NHTSA recommends that children riding forward-facing should be restrained in CRSs with internal harnesses (child safety seats) as long as possible before transitioning to a booster seat. 133. Tylko, S., Locey, C.M., Garcia-Espana, J.F., Arbogast, K.B., & Maltese, M.R. 99. A CRS that is recommended by its manufacturer for use either by children having a mass between 10 and 18.1 kg (22 to 40 lb) or by children with heights between 850 and 1100 mm, (33.5 and 43.3 inches) would be tested with the Q3s dummy. Takata Corporation. II. 49 CFR 571.213, S4 Definitions. https://web.archive.org/web/20120915194832/http://www.carseat.org/Pictorial/3-Five-%20Point-np.pdf. Lower anchorages of the CRAS symmetrically located on either side of the centerline of the simulated outboard seating position of the SISA bench seat.
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