This information is discussed in detail in NHTSA's FMVSS No. As discussed below, NHTSA's drawing package contains drawings that are appropriate for an acceleration-type test. The anthropometry of the Q3 (and the side impact adaptation Q3s) is based on the Child Anthropometry Database (CANDAT) for a 3-year-old child compiled by the Netherlands Organization for Applied Scientific Research (TNO). Q3s final rule, 85 FR 69898, 69899 (November 3, 2020). 214. 275. The need for a side impact requirement in FMVSS No. Reproducibility is defined as the similarity of test responses subjected to repeats of a given test condition in different test laboratories. (2011). The purpose of this standard is to reduce the risk of serious and fatal injury to occupants of passenger cars by specifying strength requirements for side doors. 47. Sherwood, et al. 171. https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811994-sideimpcttest-chrestraintdecelsled_pt1.pdf 213 test), the computed HIC15 value may be lower than the HIC36 valueso the HIC36 computation may be a better representation of the overall head acceleration. https://web.archive.org/web/20120915194832/http://www.carseat.org/Pictorial/3-Five-%20Point-np.pdf. Washington, DC: National Highway Traffic Safety Administration. Proposed Revisions to FMVSS No. NHTSA does not anticipate booster seats will be produced that are subject to FMVSS No. A few specifications were corrected in a response to a petition for reconsideration. 292. 30111(a). Kinematics of the Q3s ATD in a Child Restraint under Far-Side Impact Loading, Paper #05-0262. Therefore, the annual cost of testing new CRS models was estimated to be $830,123. This document is in the docket for this final rule. During the agency's testing, we found that the type of accelerometer (damped, undamped, ruggedized, etc.) The document corrected a few drawings in the drawing package for the dummy and some provisions in the user's manual. The agency also tested a more recently produced model which had very similar performance. Therefore, in many ways, the financial impact of this rule has already been absorbed by CR companies. Sullivan, L., Louden, A., Echemendia, C., Child Restraint Side Impact Test Procedure Development (December 2013), available at Docket No. see Docket No. 225. FMVSS No. 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.)). 99. See 271. 214 201. Sullivan, L.K., Louden, A.E., NHTSA's Initial Evaluation of Child Side Impact Test Procedures, 21st International Conference on the Enhanced Safety of Vehicles, Paper No. 75. Completed. Document page views are updated periodically throughout the day and are cumulative counts for this document. 213 test bench. 263. 213 Side Impact Test Evaluation and Revision report. Details of the analysis are provided in the technical report in the docket for the NPRM (Docket No. Louden & Wietholter (2022). As mandated by this act, the legal deadline for the final rule is now July 5, 2014. Seat orientation reference line means the horizontal line through Point Z as illustrated in Figure 1 of the regulatory text section of this final rule. The proposed sled test simulates rear seat environment of the two-vehicle side crash replicated by the Federal Motor Vehicle Safety Standard No. has an effect on the results as different accelerometers may pick up different vibration levels. Investigation of potential design and performance criteria for booster seats through volunteer and dynamic testing 204. NHTSA's November 2, 2020, NPRM, Last Accessed August 8, 2018. NHTSA did not propose a chest injury criterion for the CRABI. 193. 147. DOT HS 812 791). (Literature on development of the FMVSS No. If the November 2020 proposal is adopted, the FMVSS No. This compliance procedure is referenced by and part of the procedures specified in motor vehicle safety standards such as No. 213Child Restraint Systems Summary Child Restraint Systems Use of dynamic tests z Revision of FMVSS No. The final rule requires tests using both installation methods. What else could we do to make the rule easier to understand? (Report No. Sherwood et al. 180. supra, Several commenters supported testing with the seat belt attachment in addition to the child restraint anchorage system attachment. In the final rule, this step has been changed, as applying this force to the Q3s dummy may inadvertently cause the dummy's skin to get tucked in the pelvis. However, under the Safety Act, manufacturers self-certify the compliance of their vehicles and equipment with all applicable FMVSSs; they are not required by NHTSA to conduct the test described in the FMVSS or TP to certify the compliance of their products with the FMVSS. 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. 98. These tests were performed with the NPRM proposed SISA and honeycomb; however, as discussed above, updates to the SISA since the NPRM did not affect results. http://www.dot.gov/sites/dot.dev/files/docs/VSL%20Guidance%202013.pdf. 89. 268. NHTSA Report to Congress, Child Restraint Systems, Transportation Recall Enhancement, Accountability, and Documentation Act, February 2004. At Britax, our products are required to meet applicable regulatory standards, such as: FMVSS 213 (Federal Motor Vehicle Safety Standards for Child Restraint Systems) FMVSS 302 (Federal Motor Vehicle Safety Standards for Flammability of Interior Materials) CMVSS 213 (Canadian Motor Vehicle Safety Standards) 16CFR 1225 - Part 1225 (Safety Standards for Handheld Infant Carriers) November 10, 2011. 214 specifies performance requirements for the protection of occupants in side impact crashes. Also known as the Comfort Sport. A specific test seat (called SISA, or Side Impact Seat Assembly, shown in the drawing below) was designed to be like a rear seat with the tested CR in an outboard position, near a simulated vehicle door. It was phased into new passenger cars during model years 1994-97. 188. The application section (S3) was changed to clarify, but not change, its meaning. 56. Wietholter, K. & Louden, A. Subparts G - [Reserved] 122. AIS ranks individual injuries by body region on a scale of 1 to 6: 1 = minor, 2 = moderate, 3 = serious, 4 = severe, 5 = critical, and 6 = maximum (untreatable). Sullivan et al. belts and components to restrain the child, CRS surfaces or parts transferring energy to the occupant). A beltline height of 500 mm (19.6 inches). 160. Sullivan et al. 2. 90. Those comments are fully addressed in the November 3, 2020 final rule (85 FR 69898). It specifies requirements for platform lifts used to assist persons with limited mobility in entering or leaving a vehicle. Available at: 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. 190. NHTSA plans to evaluate and enhance the dummy for side impact testing as well. The FRIA is available in the docket for this final rule and may be obtained by downloading it or by contacting Docket Management at the address or telephone number provided at the beginning of this document. 86. This final rule, added as FMVSS 213a, fulfills a mandate from Congress and is much like NHTSAs 2014 Notice of Proposed Rulemaking on this topic. Baby Jogger. 30111(b). 74. 85. The 2005-2009 FARS analysis presented in the NPRM, showed 31 percent fatalities of children 0- to 12-years-old restrained in rear seats of light passenger vehicles and in CRSs were in side impact. and a lengthwise and breadthwise breaking strength of 120 kg (264.5 pounds) and 80 kg (176.3 pounds), respectively. See Passenger vehicles are required to provide head protection in side impacts and ejection mitigation in rollovers, pursuant to FMVSS No. 213 to better simulate a single representative motor vehicle rear seat. 101. https://web.archive.org/web/20201201232308/https://us.britax.com/product-knowledge/articles/clicktight-convertibles/. http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2013/R129e.pdf. See Wietholter & Louden (2021). 162. 219. In evaluating the comment, we determined that the research to which the commenter refers studied differences in performance involving far-side impacts. FMVSS No. 240. National Highway Traffic Safety Administration. The National Highway Traffic Safety Administration (NHTSA) sets the federal standards (FMVSS 213) that child restraints and booster seats are required to meet (In Canada, this is done by Transport Canada through CMVSS 213). Performing Organization Code NHTSA/NSR-130 7. 233. 280. 108. 258. 213, NPACS). 214 and FMVSS No. 49 CFR Parts 571 and 585 Washington, DC: National Highway Traffic Safety Administration. NHTSA has proposed increasing this weight limit to 18.1 kg (40 lb) (85 FR 69388). 213, January 2014. 214, Side impact protection. To meet the test, vehicle manufacturers will need to assure head and improved chest protection in side crashes. The SGMF consisted of two wood blocks (600 mm x 88 mm x 38 mm) and a 76 mm (3 inches) hinge. The CV for Chest Deflection was not calculated as an instrumentation problem caused an erroneous reading in the test at VRTC. 167. 213a test protocol is greater than the existing side impact test in ECE R.129. See also Would more (but shorter) sections be better? Use of the CRABI will ensure a robust assessment of the structural integrity of the CRS in a dynamic side crash event. 213. The NHTSA-Woodbridge seat cushion consists of the foam material covered by the cover used in test procedures of ECE R.44. NHTSA-213a-2021, CHILD SIDE IMPACT SLED" dated December 2021; into 571.213a. 217. 213a will not apply. Lower anchorages of the CRAS symmetrically located on either side of the centerline of the simulated outboard seating position of the SISA bench seat. 185. The RIN for the rulemaking is 2127-AL20. DOT HS 812 919). and a simulated door assembly as described in "NHTSA Standard Seat Assembly; FMVSS No. McMurry, T.L., Arbogast, K.B., Sherwood, C.P., Vaca, F., Bull, M., Crandall, J.R., Kent, R.W. 164. 213 and HIC was introduced as a performance measure. 281. Therefore, survey data representing 1- to-3-year-old children include 3-year-old children who are nearly 4-years-old. 214 tests. Entities engaged in such modifications can also consider changing the location of the tether as part of their evaluation. pounds . 117. Educational Materials for the Child Passenger Safety Field. That requirement was removed when the 12-month-old CRABI dummy was adopted into FMVSS No. Table 10 of this final rule measured the width of the CRSs with and without additional padding and documented the description of the different side impact protection designs. 43. NHTSA-2014-0012-0045, at pg. While not required to do so, manufacturers generally self-certify their products by using the test procedures set forth in the FMVSSs and TPs. In comparison, a deceleration sled is first accelerated to a target velocity and then is decelerated to a prescribed deceleration profile to simulate the same event. NHTSA is adopting a 13.6 kg (30 lb) cut off instead of a 10-kg (22-lb) cut off. Biofidelic corridors for 12-month-old children are not available. Second, even in the absence of the proposed prohibition on labeling boosters for children under 40 lb, it is unlikely booster seats can meet the requirements of FMVSS No. 2013. Foam Feasibility Study by National Center for Manufacturing Sciences (NHTSA, June 2018). To make the rear seat geometry measurements, the SGMF was positioned on the centerline of each rear seat position. Today's document proposes a further expansion, to restraints recommended for . The current federal standard does not include a side impact test for booster seats. at pg. The November 2, 2020 NPRM proposed changing the belt to a lap/shoulder belt (Type 2 belt). NPRM, 85 FR 69388, November 2, 2020, NHTSA also published two papers on the agency's research and testing on the Takata test procedure (Sullivan (2009) and Sullivan (2011), discussed ECE R.129, Uniform provisions concerning the approval of enhanced child restraint systems used on board vehicles (ECRS), 79 FR at 4582 (Jan. 28, 2014) (citing Sullivan et al. INTRODUCTION. 213. 251. 54. Foam Feasibility Study by National Center for Manufacturing Sciences (NHTSA, June 2018). They are discussed here to the extent relevant to this final rule. 226 in passenger vehicles, a side curtain air bag, must meet performance requirements that, in effect, will necessitate coverage of the side windows to the beltline of the vehicle. 43 FR 21470 (May 18, 1978). On the other hand, manufacturers have been preparing for this development for many years. seat assembly updated, FY TP214D-09 . NHTSA is developing the Large Omnidirectional Child (LODC) 10-year-old child dummy, which is designed to have biofidelic performance in lateral and frontal impact. 256. Child restraint effectiveness for children between the ages 1- to 4-years-old is 54 percent in passenger cars and 59 percent in light trucks. The sled carriage is the bottom part of the sled, and the sliding seat is on top of that. Evaluation of seat foams for the FMVSS No. 79 FR at 4572-4573. Id., Would a different format (grouping and order of sections, use of headings, paragraphing) make the rule easier to understand? 4. Are the requirements in the rule clearly stated? See 60. Docket No. 109. Louden & Wietholter (2022). Manufacturers Alliance for CPS (MACPS). Also, there may be some effect of tether use in center and far-side impact environments, which would be relevant to researchers conducting center and/or far-side impact testing. 154. 113. 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. . After reviewing the comments on the side impact proposal and other information, NHTSA is considering using the seat assembly proposed in this . 50. https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/811995-sideimpcttest-chrestraintdecelsled_pt2.pdf. A: The new test simulates the vehicle acceleration and intruding door of a real vehicle-to-vehicle side-impact crash (a T-bone) at 19 miles (30.5 km) per hour. Does the rule contain technical language or jargon that isn't clear? (2021, November). 3. 213 Side Impact Test. 213 Side Impact Test Evaluation and Revision, available in the docket of this final rule. In a full-scale crash test representing a severe intersection collision between two passenger vehicles, FMVSS No. 213a provision would be moot. The basic design is derived from the Part 572B dummy with a redesigned chest assembly and without arms. 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 . This article originated in the July/August 2022 issue of Safe Ride News. Paper Number 07-0186. 194. 86 FR 66214, November 22, 2021. Id. Investigation of potential design and performance criteria for booster seats through volunteer and dynamic testing The IR-TRACC is a deformation measurement tool that consists of an infrared LED emitter and an infrared phototransistor detector. However, NHTSA also noted that sensitivity studies showed seat foam cushion stiffness had little effect on dummy responses in the side impact test procedure. for this final rule (79 FR at 4572, col. 3). Available in the docket of this final rule. 213 frontal upgrade program (which uses the same seat assembly design as this final rule for side impact), NHTSA found that in some cases the tethers could not be tightened to the proposed tension range because the seat assembly has a thinner seat back cushion (2 inches) than the current FMVSS No. On August 1, NHTSA amended FMVSS 213 to require CRs to meet a dynamic side-impact test. Most of the development work has been focused on frontal and oblique impacts. The test replicates a near-side (closest to the child) impact into the door of a vehicle. Manufacturers may provide a load leg to supplement performance beyond the threshold needed to meet the FMVSSs, but the CRS must meet the requirements of the FMVSSs without use of the load leg. 146. DOT HS 813 033). (2021, May). (2013)]. supra. 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). See https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811994-sideimpcttest-chrestraintdecelsled_pt1.pdf a. Supra. The FRIA is available in the docket for this final rule and may be obtained by downloading it or by contacting Docket Management at the address or telephone number provided at the beginning of this document. To be docketed along with this final rule. Available in the docket of this final rule. 68. Evaluation of the Large Omni-Directional Child Anthropomorphic Test Device (bts.gov). https://www.cdc.gov/growthcharts/cdc_charts.htm. The NPACS consortium was funded in 2005 by governments of the United Kingdom, the Netherlands, Germany, the Generalitat of Catalonia, and five non-governmental organizations. 213a; Child restraint systemsside impact protection. Based on the results of this development project, the procedure was adopted by the NHTSA for performing compliance tests. For instance, given the 30-pound cutoff for using the Q3s dummy for testing, it seems likely that, in the future, fewer RF-only models will be sold that state a maximum child weight limit of more than 30 pounds. 49 CFR 571.213, S4 Definitions. . The NHTSA Office of Vehicle Safety Compliance FMVSS No. When testing with the Q3s, the CR must also limit crash forces on the dummys chest. (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.). 63. 30111(a). FMVSS No. Authors 130. Ann Adv Automot Med 2013. https://www.healthychildren.org/English/safety-prevention/on-the-go/Pages/Car-Safety-Seats-Information-for-Families.aspx. While, in the ensuing years, manufacturers have taken varying approaches to their own voluntary side-impact testing, they also had ample warning of the testing NHTSA would require in this final rule, and NHTSA has stated that many current models are likely to pass the new requirement. I. Comparative performance of rear facing child restraint systems on the CMVSS 213 bench and vehicle seats. Rigid Pole Side Impact Test: Standard regulation on rigid pole side impact test. supra. A more stringent head excursion requirement applies in the test in which the tether is attached. 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. Supra, This document is in the docket for this final rule. Washington, DC: National Highway Traffic Safety Administration (hereinafter Louden & Wietholter (20)). 153. The modified FMVSS No. MAIS 3+ injuries represent MAIS injuries at an AIS level of 3, 4, 5, or 6. 195. In comparison, a deceleration sled is first accelerated to a target velocity and then is decelerated to a prescribed deceleration profile to simulate the same event. 159. 192. The 2012 Vehicle Rear Seat Study measured the vehicles' seat geometry and anchorage locations using a seat geometry measuring fixture (SGMF). Currently, FMVSS No. Sullivan et al. 111. 290. This test procedure is in the following report in the docket of this final rule: Louden, A., & Wietholter, K. (March 2022). 59. Id., 123. February 2002. (2021, November). As explained above in this document, FMVSS No. NHTSA modified the sled buck to include an armrest. and Brelin-Fornarni, J., Development of NHTSA's Side Impact Test Procedure for Child Restraint Systems Using a Deceleration Sled: Final Report, Part 2. Side Impact Protection -- Dynamic: Standard regulation on dynamic side impact protection. 85 FR 69388, 232. These were UMTRI and three individuals. This is because running the same test better ensures that the vehicle or equipment will perform in a manner that meets the FMVSSs requirements when tested by NHTSA, compared to a different test the manufacturer had used to make the certification. See Section IX, 85 FR 69429. EXECUTIVE SUMMARY. The NPRM proposing to add the Q3s dummy specifications to 49 CFR part 572 received comments separately from the NPRM preceding this final rule. Sullivan et al. 213 standard seat assembly and crash pulse to more accurately reflect the design of current passenger Sullivan, L.K., Louden, A.E., Echemendia, C.G. Citing Kapoor et al. We have not engaged in studies to assess the far-side performance of CRSs so we cannot confirm the findings of the study cited by Mr. Hauschild. 30111(b)(3). Government Accession No. 100. NHTSA-2014-0012-0045, at pg. DOT HS 812 919). Sullivan et al. 141. Id. 213; Child restraint systems. Tests that were within new relative velocity tolerance at impact time conducted at VRTC in April 2017 and November 2017. Link: On August 1, NHTSA amended FMVSS 213 to require CRs to meet a dynamic side-impact test. The belt anchor is bolted to the SISA. 264. NHTSA-2009-0108-0032). 224. 173. NCRUSS found that 34% of rear-facing infant carriers, 23% of rear facing convertible and 44% of forward-facing CRSs were installed with seat belts. 176. Louden & Wietholter (2022). 127. TEMA means TrackEye Motion Analysis software. 134. supra, 66. Instead, manufacturers must ensure that, when NHTSA conducts the test described in the standard and TP, the vehicle or equipment will meet the requirements in the standards. to host this page on behalf of the The comment period was reopened until October 2, 2014 (79 FR 32211). AIS ranks individual injuries by body region on a scale of 1 to 6: 1=minor, 2=moderate, 3=serious, 4=severe, 5=critical, and 6=maximum (untreatable). (Report No. 213. (2011). NHTSA tentatively believed in the NPRM that CRS performance would not be affected if a CRS were attached to the SISA by a seat belt or by the child restraint anchorage system, assuming that a seat belt would be routed through a belt path near to where the anchorage attachment points are located. NHTSA concluded that the 800 HIC limit resulted in many fewer equivalent lives saved than the proposed 570 HIC limit, higher cost per equivalent life saved, and lower net benefits. 91. More details on how and when Kettering adjusted its sled system weight can be found in the technical report: Brelin-Fornari, J., Final Report on CRS Side Impact Study of Repeatability and Reproducibility using a Deceleration Sled, July 2017. Sullivan et al. 157. 213a describes the procedure NHTSA will use to conduct its compliance test. The NPRM was issued eight years ago, and even at that time, the topic had already been discussed for over a decade. In 2010, FTSS merged to become Humanetics Innovative Solutions. NHTSA-2014-0012-0002 [hereinafter Sullivan et al. Louden & Wietholter (2022). FMVSS No. col. 2-3. This document denies a petition for rulemaking from Jewkes Biomechanics (Jewkes) requesting that NHTSA amend Federal Motor Vehicle Safety Standard (FMVSS) No. After considering the comments, and after observing that some newer child restraint designs have belt paths no longer near the CRS's anchorage attachment points, NHTSA has included a test configuration using a Type 2 seat belt (lap and shoulder belt) with the CRS's top tether attached, if provided. http://www-nrd.nhtsa.dot.gov/Pubs/811325.pdf, (2009)]. CANDAT includes various characteristic dimensions and weights of children of different ages obtained from different regions in the world including United States, Europe, and Japan. 52. Suntay, B., Carlson, M., Stammen, J., Evaluation of the Large Omni-Directional Child Anthropomorphic Test Device, DOT HS 812 755, July 2019. 79. 209. A CRS that is recommended by its manufacturer for use either by children having a mass between 5 and 10 kg (11 to 22 lb) or by children with heights between 650 and 850 mm, (25.6 and 33.5 inches) would be tested with the 12-month-old CRABI. 270. ). MAIS (Maximum Abbreviated Injury Scale) represents the maximum injury severity of an occupant based on the Abbreviated Injury Scale (AIS). The percent coefficient of variation (%CV) is a measure of variability expressed as a percentage of the mean. 107. 213 included specifications for a standard seat assembly that would be used in the compliance test. 178. 93. 226. Note that, in survey data, a child who is 1 day shy of his or her 4th birthday is still considered a 3-year-old. 106. last accessed on July 2, 2012. 274. Additional pictures to illustrate the seat belt sliding behind the seat back are available in the docket for this final rule. Aram, M.L., Rockwell, T., Vehicle Rear Seat Study, Technical Report, July 2012. Frontal and side crashes account for most child occupant fatalities. 273. 285. 293. https://www.nhtsa.gov/equipment/car-seats-and-booster-seats. SafetyBeltSafe U.S.A. 260. Louden & Wietholter (2022). 295. 175. ClickTight Installation Systems in Convertible Car Seats, Britax, Last Accessed August 8, 2018. . The simulated door assembly is rigidly attached to the floor of the SISA and the sliding seat is . We submitted a memorandum summarizing this meeting to Docket No. Subtitle E is entitled Child Safety Standards.. Format: PDF Collection (s): NHTSA - Vehicle Safety Research Main Document Checksum: [+] Download URL: 234. NSUBS is a probability-based nationwide child restraint use survey conducted by NHTSA's National Center for Statistics and Analysis (NCSA). and when the sliding seat is first impacted by the door assembly, to the time when acceleration of the sliding seat reaches 0 G, usually between 48 and 58 ms from T0 Since then additional research assessed comments and research questions presented in the NPRM. The belt system currently specified in FMVSS No. 197. . 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. 85 FR 69388, Regulation 44, Child Restraint Systems and UNECE Regulation 129, Enhanced Child Restraint Systems.. supra. 161. Brelin-Fornarni, J., Development of NHTSA's Side Impact Test Procedure for Child Restraint Systems Using a Deceleration Sled: Final Report, Part 1. Supra. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. Safe Ride News Publications is happy 42. 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. http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0205-O.pdf. Takata Corporation. Below are the answers to some basic questions CPSTs may have about this new rule.