Anthropomorphic Test Devices; Hybrid III 6-Year-Old Child Test Dummy, Hybrid III 6-Year-Old Weighted Child Test Dummy

Anthropomorphic Test Devices; Hybrid III 6-Year-Old Child Test Dummy, Hybrid III 6-Year-Old Weighted Child Test Dummy

Topics: National Highway Traffic Safety Administration

Anthropomorphic Test Devices; Hybrid III 6-Year-Old Child Test Dummy, Hybrid III 6-Year-Old Weighted Child Test Dummy

David L. Strickland
December 9, 2010

[Federal Register: December 9, 2010 (Volume 75, Number 236)]
[Rules and Regulations]
[Page 76636-76646]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr09de10-10]

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. NHTSA-2010-0147]
RIN 2127-AK34

Anthropomorphic Test Devices; Hybrid III 6-Year-Old Child Test
Dummy, Hybrid III 6-Year-Old Weighted Child Test Dummy

AGENCY: National Highway Traffic Safety Administration, Department of
Transportation.

ACTION: Final rule.

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SUMMARY: This final rule makes two changes to the agency's
specifications for the Hybrid III six-year-old child dummy, and the
Hybrid III six-year-old weighted child test dummy. First, to improve
the durability of the dummies' femurs we are changing the design of and
material used for the femur assembly. Second, we correct the drawings
for the abdomen insert so that the abdominal insert dimensions on the
drawings reflect actual parts in the field. The correction responds to
a petition for rulemaking submitted by Denton ATD and First Technology
Safety Systems.

DATES: The effective date of this final rule is June 7, 2011. The
incorporation by reference of certain publications listed in the
regulations is approved by the Director of the Federal Register as of
June 7, 2011.
Petitions for reconsideration: Petitions for reconsideration of
this final rule must be received not later than January 24, 2011.
Privacy Act: Anyone is able to search the electronic form of all
submissions received into any of our dockets by the name of the
individual submitting the comment (or signing the comment, if submitted
on behalf of an association, business, labor union, etc.). You may
review DOT's complete Privacy Act Statement in the Federal Register
published on April 11, 2000 (Volume 65, Number 70; Pages 19477-78).

ADDRESSES: Petitions for reconsideration of this final rule must refer
to the docket and notice number set forth above and be submitted to the
Administrator, National Highway Traffic Safety Administration, 1200 New
Jersey Avenue, SE., Washington, DC 20590. (A copy of the petition will
be placed in the docket.)

FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call
Peter Martin, NHTSA Office of Crashworthiness Standards (telephone 202-
366-5668) (fax 202-493-2990). For legal issues, you may call Deirdre
Fujita, NHTSA Office of Chief Counsel (telephone 202-366-2992) (fax
202-366-3820). The mailing address for these officials is the National
Highway Traffic Safety Administration, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Overview
II. Femur Improvements
a. Femur Design Changes
b. Analysis of the New Femur Design
1. Stress Analysis of the Fillet Effect
2. Dynamic Evaluation
i. Comparing Test Results of the Modified HIII-6C Test in the
Marathon, Boulevard, and Decathlon Child Restraint Systems
ii. Comparing the Results of the Britax Marathon Test of the
Modified HIII-6C (test H06337) to Those of a Test of an Original
HIII-6C Where Femur Failure Occurred (test H06120)
iii. Effect on FMVSS No. 213 Injury Metrics
iv. Effect on Dummy Kinematics
v. Dummy Response Biofidelity
vi. Hip Lock
III. Abdominal Insert
IV. Effective Date
V. Rulemaking Analyses and Notices

I. Overview

This final rule makes two changes to the agency's specifications
for the Hybrid III six-year-old child dummy (HIII-6C) set forth in 49
CFR part 572, Subpart N, and for the Hybrid III six-year-old weighted
child test dummy (HIII-6CW) in 49 CFR part 572, Subpart S. The notice
of proposed rulemaking (NPRM) upon which this final rule is based was
published October 21, 2009, 74 FR 53987, Docket No. NHTSA-09-0166.
First, to improve the durability of the dummies' femurs, we are
changing the design of and material used for the femur assembly. The
primary modifications include the addition of a [frac14]-inch (6.35
millimeter (mm)) fillet between the femur clamp and the connecting
segment (these components are described in detail in section II.b of
the NPRM preamble) of the machined femur, removal of material from the
connecting segment, and a material change from aluminum bronze to 4340
steel. These changes are made by replacing the drawings of the femur in

[[Page 76637]]

the drawing package specified in 49 CFR part 572, Subpart N (``Six-
year-old child test dummy'') and in Subpart S (``Six-year-old weighted
child test dummy''), the parts lists, and the ``Procedures for
Assembly, Disassembly, and Inspection'' (``PADI'') documents
incorporated by reference into those regulations.
The second change corrects the drawings for the abdomen insert so
that the abdominal insert dimensions on the drawings reflect actual
parts in the field.
The October 21, 2009 NPRM provided a detailed discussion of the
femur failures that were occurring with the HIII-6C dummy, the proposed
solution to those failures, and how the agency proposed to amend the
specifications for the HIII-6C and the HIII-6CW dummies.
NHTSA received no comments on the October 21, 2009 NPRM. We are
adopting the changes proposed in the NPRM for the reasons discussed in
that document.

II. Femur Improvements

The present design of the HIII-6C femur is specified in 49 CFR part
572, Subpart N.1 2 The HIII-6C machined femur, which is one
of the femur assembly parts, is illustrated in Figure 1 below. This
one-piece part is machined from bar stock and serves to couple the main
femur shaft to a smaller shaft protruding from the femur ball (a
representation of a human femur head). The portion of the part that is
attached to the femur shaft is referred to as the ``femur clamp'' and
the portion that is attached to the ball shaft is referred to as the
``connecting segment.'' The femur ball shaft, retaining flange, and
femur ball connect the machined femur to the dummy's pelvis. Similar to
a human hip joint, the ball in the HIII-6C femur assembly allows for
rotation of the dummy hip joint. The flange is used to attach the femur
assembly to the pelvis. The entire femur assembly is found within the
lower torso, and the material specification for this assembly,
including the machined femur, shaft, flange and ball was originally
Aluminum Bronze C-624 AMC0-18. (The femur load cell, the response of
which is discussed in the ``dynamic evaluation'' section below, is
located in the distal portion of the upper leg (i.e., farther from the
pelvis) and not in the area of the machined femur.)
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\1\ Complete drawings for the current HIII-6C femur can be found
in Docket No. NHTSA-2002-12541.
\2\ The HIII-6CW is based on the HIII-6C, with weight added (10
pounds) to represent larger children. The femur assembly is the same
for both the HIII-6CW and the HIII-6C dummies. The discussion set
forth in this section applies to the HIII-6CW as well, unless
otherwise noted.
[GRAPHIC] [TIFF OMITTED] TR09DE10.031

Failures of the HIII-6C femur appear to have initiated at a sharp
corner between the femur clamp and connecting segment sections of the
machined femur. The approximate location of the femur failure is
depicted in Figure 1. The fracture was observed from this corner to the
bolt hole within the femur clamp, at an angle of approximately 45[deg].
The failure continued through the thin section of material directly
beneath the bolt hole, causing complete separation of the machined
femur. Additionally, in one failed component, small indents on the
inner diameter of the retaining flange were observed, indicating
potential contact between the flange and shaft. Pictures of a fractured
part can be found in the technical report docketed with the NPRM
(Docket NHTSA-09-0166-0007.1).

a. Femur Design Changes

The modification made today to improve the femur's durability
increases the strength and durability of the femur assembly by
fabricating the machined femur and shaft from 4340 steel, which has a
higher yield strength than the original material, Aluminum Bronze C-624
AMC0-18, while keeping the ball and retaining flange as the original
aluminum bronze material. A \1/4\-inch (6.35 mm) fillet is added
between the

[[Page 76638]]

femur clamp and the connecting segment to eliminate stress risers that
were present on the original femur, and a portion of the connecting
segment material near the femur clamp is removed. The weight of the
modified femur is only 0.002 lb (0.001 kilograms (kg)) heavier than the
original femur. Table 1 below compares the weights and material
properties of the original femur and the new femur.

Table 1--Weight and Material Properties for the Original and New HIII-6C Femur Design
----------------------------------------------------------------------------------------------------------------

----------------------------------------------------------------------------------------------------------------
Femur design measured Material and yield strength
weight
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Original.......................... 0.532 lb (0.241 kg)....... Aluminum Bronze C-624 AMC0- 48,000 psi
18.
New............................... 0.534 lb (0.242 kg)....... 4340 Steel................ 114,000 psi
----------------------------------------------------------------------------------------------------------------

To implement this change in femur design and material, the
following changes are made to the materials describing the HIII-6C in
49 CFR part 572. Drawings 127-3017-1&-2, ``6 YR H3-FEMUR MACHINED'' is
replaced with drawings 127-3017-1S&-2S, which show the new machined
femur.\3\ The femur assembly drawings (127-3016-1&-2) are also replaced
due to the new femur design, with new part numbers 127-3016-1S&-2S.
Higher assembly drawings including 127-3000, ``LOWER TORSO ASSEMBLY''
and the complete assembly drawings (127-0000) are amended to show the
modified part. These revisions are noted on drawing SA572-127DRL-2. The
PADI is also updated so that it shows the new machined femur in
figures, and reports the proper lower torso assembly and total weight
for the dummy. Finally, the part numbers for the machined femur and the
femur assembly are changed in the Parts/Drawings list, along with the
revision letters for higher assembly drawings, as appropriate.
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\3\ The femur shaft, drawing 127-3021, with material
specification Aluminum Bronze 3/8 rnd C-624 AMC0-18, is replaced
with drawing 127-3021S with material specification 4340 Steel.
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Copies of the HIII-6C drawing package, PADI, and Parts/Drawings
list that include the change in femur design can be obtained online at
http://www.regulations.gov, in the same docket as this final rule.

b. Analysis of the New Femur Design

NHTSA has determined that the changes to the femur prevent the
femur from failing and do not compromise the utility of the test dummy.
This determination is based on an analysis showing the stress is
reduced by the addition of the fillet, and on an analysis of dynamic
test results, as discussed below.
1. Stress Analysis of the Fillet Effect
The one-piece HIII-6C machined femur--which couples the main femur
shaft to the femur ball shaft--forms a ninety-degree angle where the
femur clamp intersects the connecting segment. Originally, the corner
radius at this intersection was very sharp. This sharp corner led to
high stresses when the femur was loaded. We have estimated that adding
a fillet to increase the corner radius will reduce stresses by
approximately 1.6 to two times those in the femur without the fillet.
It is noted that this is only an estimate, as the loading conditions
present in the femur during a FMVSS No. 213 type sled test were highly
simplified in order to provide a rough estimate of the fillet benefit.
Details about the stress reduction approximation can be found in the
technical report accompanying the NPRM (Docket NHTSA-09-0166-0007.1).
Because the fillet design results in substantially reduced stress in
the femur of the dummy, we believe that adding the fillet and using the
4340 steel material will avoid femur failure.
2. Dynamic Evaluation
NHTSA evaluated the new femur in April 2006 at the MGA testing
facility. To assess the effect of the component modification, we tested
a HIII-6C with the new femurs (which we refer to as a ``modified HIII-
6C'' or ``modified dummy'') in a Britax Marathon child restraint,
Britax Boulevard and Britax Decathlon to the FMVSS No. 213 test
conditions, and compared the results.\4\ To obtain a greater
understanding of the loading experienced by the femur assembly,
instrumentation was added to the dummy to allow measurement of triaxial
accelerations in the pelvis and forces and moments in the femurs.
Additionally, to determine the effect of the new femur, we compared
test results from a test in which the femur had failed to those of a
test with a modified dummy, under conditions that had previously caused
failure, i.e., the modified HIII-6C dummy was tested in the Britax
Marathon to the FMVSS No. 213 sled pulse.
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\4\ The Boulevard and Decathlon models were each tested with a
modified HIII-6C and with a HIII-6CW with the modified femur design.
No femur failure occurred in any of the tests. For simplicity and
because the test results of the HIII-6CW are not comparable to those
of the HIII-6C, tests of the HIII-6CW dummy are not generally
discussed in this preamble. However, results for all tests of the
HIII-6CW are discussed in the technical report accompanying the NPRM
(Docket NHTSA-09-0166-0007.1), including test numbers, maximum head,
chest and pelvis accelerations and left and right femur maximum
moments and forces.
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In all tests of the new femurs, there were no femur failures. In
addition, test data relating to left and right femur moments, FMVSS No.
213 injury measures, dummy kinematics, and other factors concerning the
performance of the dummy raised no concerns about the new femur design.
The testing indicated that use of the new femur in the HIII-6C and the
HIII-6CW will not affect FMVSS testing, except to make the dummies more
durable.
i. Comparing Test Results of the Modified HIII-6C Test in the Marathon,
Boulevard, and Decathlon Child Restraint Systems
NHTSA measured and compared maximum forces and moments measured in
the femur load cells (over both legs) of the modified HIII-6C dummy in
the Britax Marathon, Boulevard, and Decathlon. The Marathon and
Boulevard showed similar maximum forces, while the Decathlon had a
higher maximum femur force. All maximum forces occurred along the Z-
axis, and all maximum moments were about the Y-axis.

[[Page 76639]]

Table 2--Maximum forces and Moments Measured in the Femur Load Cells of
Modified HIII-6C Dummies in a FMVSS No. 213 Compliance Testing
Environment
------------------------------------------------------------------------
Britax Britax Britax
Femur measure Marathon * Decathlon * Boulevard
------------------------------------------------------------------------
Max Force (N).................... 1492.9 2264.7 1578.4
Max Moment (Nm).................. -78 -63.9 -70
------------------------------------------------------------------------
* Marathon: Restraint changed from upright to reclined during test.
Decathlon: Top tether webbing separated at the attachment clip and the
restraint changed position from upright to reclined.

At the time of maximum moment there were visible differences in the
degree of knee extension (test video pictures are provided in the
technical report accompanying the NPRM, Docket NHTSA-09-0166-0007.1).
These visual differences in response are consistent with the
differences in force and moment magnitude seen in the tests.
Maximum left and right femur forces from the tests of the modified
HIII-6C dummy with the new femur are displayed in Figure 2, while
Figure 3 shows the maximum moments measured in the left and right legs
during each test. In general, force and moment measurements made in the
left and right femurs were similar, though not identical. This may give
some insight into why failures were observed in the left leg, right
leg, or both legs in any given test. We believe that the failures were
caused by stresses exceeding the material strength of the femur, so the
occurrence of one femur failure, rather than both, may be due to the
fact that the forces present during the test were unevenly distributed.

[[Page 76640]]

[GRAPHIC] [TIFF OMITTED] TR09DE10.032

ii. Comparing the Results of the Britax Marathon Test of the Modified
HIII-6C (test H06337) to Those of a Test of an Original HIII-6C Where
Femur Failure Occurred (test H06120)
Both tests were performed using the same dummy (S/N 158).\5\ In
test H06120 (with the original femurs), the left femur failed and
detached completely. The right knee of this dummy was in a fully
extended position, which could have resulted from the change in
kinematics due to loss of one leg. In test H06337 (modified dummy),
there were no femur failures and both legs remained attached to the
dummy.\6\
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\5\ Both tests were performed using the same dummy (S/N 158).
However, because FMVSS No. 213 does not require measurement of
femoral loads, no femoral force data was available for test H06120
with the original femurs. Therefore, comparisons were made between
pre- and post-test positioning, head and chest measurements, and
dummy position throughout the test, as indicated by the test videos.
This is discussed in the technical report accompanying the NPRM.
\6\ We note that in test H06337 (modified dummy), the child
restraint had multiple cracks in its base following the test, and
during the test the restraint position shifted from upright to
reclined. However, these factors are not likely linked to the
performance of the new femur.>
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iii. Effect on FMVSS No. 213 Injury Metrics
In these two tests, we compared the maximum head and chest
accelerations.

[[Page 76641]]

As seen in Figure 4, these measures were similar for both tests,
suggesting that the new femur does not affect the dummy head or chest
response significantly. Specifically, peak chest resultant
acceleration, an FMVSS No. 213 injury criterion, increased only 2.42
percent from 41.4 g with the current Part 572 femur to 42.4 g with the
new femur. However, we note that the maximum head Z and resultant
accelerations occurred after the time of femur failure in test H06120.
Therefore, it is possible that the acceleration magnitude or response
in time was affected by the loss of one limb.
We also compared the 36 millisecond (ms) head injury criterion
(HIC) values. These values are displayed in Table 3 and Figure 5, along
with the previously-discussed peak chest accelerations (Figure 6). The
response measured in the modified HIII-6C resulted in a 5.65 percent
decrease in HIC over the response of the original HIII-6C. These
relatively low changes in response suggest that HIC and chest g's are
not significantly altered by the femur replacement.
Table 3: HIC 36 and peak chest acceleration values for matched
FMVSS No. 213 tests. (These results are presented in Figures 5 and 6,
below.)
[GRAPHIC] [TIFF OMITTED] TR09DE10.033

[GRAPHIC] [TIFF OMITTED] TR09DE10.034

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[GRAPHIC] [TIFF OMITTED] TR09DE10.035

iv. Effect on Dummy Kinematics
We have determined that use of the new femur does not change the
dummy's kinematic response. We analyzed test video comparing the
kinematics of the dummy in tests H06337 (modified dummy) and H06120
(femur failure). (Photographs from the video are presented in the
technical report accompanying the NPRM, Docket NHTSA-09-0166-0007.1.)
Until the time of maximum femur force, the position of the dummy in
each test is fairly similar. At maximum force, the dummy's knees in
H06337 (modified dummy) are only slightly more extended and lower than
the knees in H06120 (femur failure). Although at the approximate time
of femur failure in test H06120 the positions of the two dummies are
different, they are only slightly so, and the fully extended left knee
of the dummy in test H06120 (femur failure) and the additional
excursion of the leg (as noted by the position of the knee marker) may
be indicative of the failing femur component. Similarly, after femur
failure at 100 ms, there are slight differences in dummy position which
could be attributable to the loss of one leg in the test H06120. All in
all, there is no indication that the new femur significantly alters
dummy response.
v. Dummy Response Biofidelity
Since the new femur has the same geometry as the original femurs
where it interfaces with the pelvis, the new femur does not behave any
differently than the original femur. As discussed in the previous
sections, little difference in head and chest measurements and dummy
kinematics was observed in the dummy with the new versus the current
Part 572 femur. There is no indication that the slight modification in
femur design and material affects dummy biofidelity.
vi. Hip Lock
The new femur was inspected for indications of susceptibility to
hip lock. Hip lock is a condition where flexion of the dummy's hip
joint is mechanically limited due to contact between the femur and the
retaining ring or other pelvis structure.\7\ There was no evidence of
excessive wear near the retaining ring/ball joint of the new femurs.
Some wear was noticed on the upper leg of dummy S/N 155 where the femur
clamp was fastened to the upper leg weldment. However, because this
wear is located at a fastening site, metal-to-metal contact is
inevitable and is not indicative of hip lock.
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\7\ Hip lock in the HIII-50th percentile male femur led to
design modifications that prevented ``hard'' (i.e., metal-to-metal
contact) hip lock from occurring (61 FR 67953, Dec. 26, 1996). In
that adult dummy, hard hip lock was characterized by spikes in the
unfiltered pelvis and chest accelerometer readings, high and
sharply-pointed chest z acceleration traces, non-unimodal chest x
and resultant accelerations, and a high tension component in the
lumbar z force (Klinich et al, ``Evaluation of a Proposed Hybrid III
Hip Modification,'' Stapp Paper No. 952730, 1995).
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III. Abdominal Insert

This final rule changes Drawing No. 127-8210 of the HIII-6C drawing
package, which depicts the abdominal insert for the dummy. It makes a
similar change to the HIII-6CW drawing package.\8\ This change responds
to a petition from FTSS and Denton. Both manufacturers sought to revise
the abdomen insert drawing to match the part mold dimensions.
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\8\ The HIII-6CW is the HIII-6C with weight added (10 pounds) to
represent larger children. The abdominal insert drawing is the same
for both the HIII-6CW and the HIII-6C dummies. Thus, the discussion
set forth in this section applies to the HIII-6CW as well.
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In the NPRM, the agency granted the request but proposed to revise
the drawing of the abdominal insert based on dimensions of actual
abdominal inserts, rather than dimensions of the mold for the inserts.
Nearly all changes were in agreement with the petitioners' mold-based
dimensions.
Table 4 shows the changes this final rule makes to key abdomen
dimensions. ``Fig. Ref'' numbers in the table refer to Figure 7, which
shows the original dimensions.

Table 4--HIII-6C Key Abdomen Dimensions
------------------------------------------------------------------------
Adopted
Description Fig. ref. spec.
------------------------------------------------------------------------
Overall height (in.)............... 1..................... 3.81 +/-.20
Ledge height (in.)................. 2lt................... 1.53 +/-.20

[[Page 76643]]

3rt................... 1.53 +/-.20
Depth excl.plug (in.).............. 4..................... 2.80 +/-.20
Depth incl. plug (in.)............. 5..................... 2.80 +/-.20
Taper angle of cone (degrees)...... 6lt................... 121/129
7rt................... 121/129
Notch Half Width (in.)............. 8..................... 1.50 +/-.20
Notch Depth (in.).................. 9..................... 1.40 +/-.20
Width Bottom of Cone (in.)......... 10.................... 5.40 +/-.40
------------------------------------------------------------------------

[GRAPHIC] [TIFF OMITTED] TR09DE10.036

IV. Effective Date

The changes to the femur design of the HIII-6C and HIII-6CW are
effective 180 days after publication of this final rule. The changes to
the abdomen insert drawing are effective on the same date. Although the
NPRM proposed that the corrections to the abdomen insert drawing be
effective 45 days after publication of a final rule, the agency has
decided to make all the changes to the drawing package effective on the
same date to simplify the incorporation by reference of the changed
drawings in the drawing package.

[[Page 76644]]

V. Rulemaking Analyses And Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures

This rulemaking action is not considered a significant regulatory
action under Executive Order 12866 or the Department of
Transportation's (DOT's) regulatory policies and procedures (44 FR
11034, February 26, 1979).
This rule will only affect the HIII-6C and HIII-6CW test dummies by
adding a \1/4\-inch fillet between the femur clamp and the connecting
segment of the machined femur, removing material from the connecting
segment, and changing the material from Aluminum Bronze C-624 AMC0-18
to 4340 steel. We stated in the final rule \9\ that adopted the HIII-6C
into 49 CFR part 572 that the cost of an uninstrumented HIII-6C dummy
is approximately $30,000 and that instrumentation will add
approximately $25,000 to $40,000 to the cost, depending on the number
of data channels the user chooses to collect. We do not expect the
amendments of this final rule to significantly affect the cost of the
dummy.
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\9\ 65 FR 2059; January 13, 2000; Docket NHTSA-99-6714.
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Further, this final rule does not impose any requirements on
anyone. NHTSA will only use HIII-6C and HIII-6CW dummies for compliance
testing that meet all of the criteria specified in this rule, but the
agency does not require manufacturers to test with the Part 572 test
dummies. Businesses will only be indirectly affected by this final
rule, to the extent that they choose to manufacture or test with the
dummy. Because the economic impacts of this final rule are so minimal,
no further regulatory evaluation is necessary.

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 proposed
or final rule, it must prepare and make available for public comment a
regulatory flexibility analysis that describes the effect of the rule
on small entities (i.e., small businesses, small organizations, and
small governmental jurisdictions), unless the head of the agency
certifies the rule will not have a significant economic impact on a
substantial number of small entities. 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)).
We have considered the effects of this rulemaking under the
Regulatory Flexibility Act. I hereby certify that this final rule will
not have a significant economic impact on a substantial number of small
entities. Changing the femur design and correcting the abdominal insert
drawing will not impose any requirements on anyone. NHTSA does not
require anyone to manufacture or redesign the HIII-6C or HIII-6CW or to
test vehicles or child restraints with the devices.

National Environmental Policy Act

NHTSA has analyzed this final rule for the purposes of the National
Environmental Policy Act and has determined that it will not have any
significant impact on the quality of the human environment.

Executive Order 13132 (Federalism)

NHTSA has examined today's final rule 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 final rule does not have federalism implications because the rule
does 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.'' This rule does not impose any requirements on anyone.
Businesses will be affected only if they choose to manufacture or test
with the HIII-6C or HIII-6CW dummies.
Further, no consultation is needed to discuss the preemptive effect
of today's final rule. NHTSA's safety standards can have preemptive
effect in two ways. This final rule would amend 49 CFR part 572 and is
not a safety standard.\10\ This Part 572 final rule does not impose any
requirements on anyone.
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\10\ With respect to the safety standards, the National Traffic
and Motor Vehicle Safety Act contains an express preemptive
provision: ``When a motor vehicle safety standard is in effect under
this chapter, a State or a political subdivison 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). Second, the Supreme Court has
recognized the possibility of implied preemption: State requirements
imposed on motor vehicle manufacturers, including sanctions imposed
by State tort law, can stand as an obstacle to the accomplishment
and execution of a NHTSA safety standard. When such a conflict
exists, the Supremacy Clause of the Constitution makes the
conflicting State requirements unenforceable. See Geier v. American
Honda Motor Co., 529 U.S. 861 (2000).
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Civil Justice Reform

With respect to the review of the promulgation of a new regulation,
section 3(b) of Executive Order 12988, ``Civil Justice Reform'' (61 FR
4729, February 7, 1996) requires that Executive agencies make every
reasonable effort to ensure that the regulation: (1) Clearly specifies
the preemptive effect; (2) clearly specifies the effect on existing
Federal law or regulation; (3) provides a clear legal standard for
affected conduct, while promoting simplification and burden reduction;
(4) clearly specifies the retroactive effect, if any; (5) adequately
defines key terms; and (6) addresses other important issues affecting
clarity and general draftsmanship under any guidelines issued by the
Attorney General. This document is consistent with that requirement.
Pursuant to this Order, NHTSA notes as follows.
The issue of preemption 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.

Paperwork Reduction Act

Under the Paperwork Reduction Act of 1995, a person is not required
to respond to a collection of information by a Federal agency unless
the collection displays a valid control number from the Office of
Management and Budget (OMB). This final rule does not have any
requirements that are considered to be information collection
requirements as defined by the OMB in 5 CFR part 1320.

National Technology Transfer and Advancement Act

Section 12(d) of the National Technology Transfer and Advancement
Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272)
directs NHTSA to use voluntary consensus standards in its regulatory
activities unless doing so would be inconsistent with applicable law or
otherwise impractical. Voluntary consensus standards are technical
standards (e.g., materials specifications, test methods, sampling
procedures, and business practices) that are developed or adopted by
voluntary consensus standards bodies. The NTTAA directs NHTSA to
provide Congress, through OMB, explanations when the agency decides not
to use available and applicable voluntary consensus standards. There
are no voluntary

[[Page 76645]]

consensus standards relevant to this final rule.

Unfunded Mandates Reform Act

Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA),
Pub. L. 104-4, Federal requires agencies to prepare a written
assessment of the costs, benefits, and other effects of proposed or
final rules that include a Federal mandate likely to result in the
expenditure by State, local, or tribal governments, in the aggregate,
or by the private sector, of more than $100 million annually (adjusted
for inflation with base year of 1995). Before promulgating a NHTSA 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.
This final rule would not impose any unfunded mandates under the
UMRA. This final rule does not meet the definition of a Federal mandate
because it does not impose requirements on anyone. It amends 49 CFR
part 572 by changing the femur design of two test dummies that the
agency uses, and corrects a drawing of an abdominal insert for the
dummies. This final rule affects only those businesses that choose to
manufacture or test with the dummies. It does not result in costs of
$100 million or more to either State, local, or tribal governments, in
the aggregate, or to the private sector.

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:

--Has the agency 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 is not 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 the agency improve clarity by adding tables, lists, or
diagrams?
--What else could the agency do to make this rulemaking easier to
understand?
If you have any responses to these questions, please send them to
NHTSA.

Regulation Identifier Number

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

List of Subjects in 49 CFR Part 572

Motor vehicle safety, Incorporation by reference.

0
In consideration of the foregoing, NHTSA amends 49 CFR Part 572 as
follows:

PART 572--ANTHROPOMORPHIC TEST DUMMIES

0
1. The authority citation for Part 572 continues to read as follows:

Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166;
delegation of authority at 49 CFR 1.50.

Subpart N--Six-Year-Old Child Test Dummy, Beta Version

0
2. Section 572.120 is amended by revising the introductory paragraph of
(a)(1), paragraph (a)(1) through (a)(4), and paragraphs (b) and (c)(1),
to read as follows:

Sec. 572.120 Incorporation by reference.

(a) * * *
(1) A drawings and inspection package entitled, ``Parts List and
Drawings, Part 572 Subpart N, Hybrid III Six-Year Old Child Crash Test
Dummy (H-III6C, Beta Version), June 2009,'' consisting of:
(i) Drawing No. 127-1000, 6-year H3 Head Complete, incorporated by
reference in Sec. 572.122,
(ii) Drawing No. 127-1015, Neck Assembly, incorporated by reference
in Sec. 572.123,
(iii) Drawing No. 127-2000, Upper Torso Assembly, incorporated by
reference in Sec. 572.124,
(iv) Drawing No. 127-3000, Lower Torso Assembly, incorporated by
reference in Sec. 572.125,
(v) Drawing No. 127-4000-1 and 4000-2, Leg Assembly, incorporated
by reference in Sec. 572.126,
(vi) Drawing No. 127-5000-1 and 5000-2, Arm Assembly, incorporated
by reference in Sec. Sec. 572.121, 572.124, and 572.125 as part of a
complete dummy assembly, and,
(vii) Parts List and Drawings, Hybrid III Six-year-old Child Test
Dummy (H-III6C, Beta Version), dated June 1, 2009, incorporated by
reference in Sec. 572.121;
(2) A procedures manual entitled ``Procedures for Assembly,
Disassembly, and Inspection (PADI) of the Hybrid III 6-year-old Child
Crash Test Dummy (H-III6C), Beta Version, June 1, 2009,'' incorporated
by reference in Sec. 572.121;
(3) SAE Recommended Practice J211-1995, ``Instrumentation for
Impact Tests--Parts 1 and 2, dated March, 1995,'' incorporated by
reference in Sec. 572.127;
(4) SAE J1733 Information Report, titled ``Sign Convention for
Vehicle Crash Testing,'' dated December 1994, incorporated by reference
in Sec. 572.127.
(b) The Director of the Federal Register approved the materials
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Copies of the materials may be inspected at the Department of
Transportation, Docket Operations, Room W12-140, 1200 New Jersey
Avenue, SE., Washington, DC 20590, telephone (202) 366-9826, and at the
National Archives and Records Administration (NARA), and in electronic
format through Regulations.gov. For information on the availability and
inspection of this material at NARA, call 202-741-6030, or go to:
http://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html. For information on the availability
and inspection of this material at Regulations.gov, call 1-877-378-
5457, or go to: http://www.regulations.gov.
(c) * * *
(1) The drawings and specifications package, the parts list, and
the PADI document referred to in paragraphs (a)(1), and (a)(2) of this
section, are available in electronic format through www.Regulations.gov
and in paper format from Leet-Melbrook, Division of New RT, 18810
Woodfield Road, Gaithersburg, MD 20879, (301) 670-0090.
* * * * *

0
3. Section 572.121 is amended by revising paragraph (a)(2) introductory
text (the table is not amended) to read as follows:

Sec. 572.121 General description.

(a) * * *
(2) Procedures for Assembly, Disassembly, and Inspection (PADI) of
the Hybrid III 6-year-old child crash test dummy (H-III6C), Beta
version, dated June 1, 2009, incorporated by reference in Sec.
572.120.
* * * * *

[[Page 76646]]

Subpart S--Hybrid III Six-Year-Old Weighted Child Test Dummy

0
4. Section 572.160 is amended by revising the introductory paragraph of
(a)(1), paragraph (a)(1)(iii), paragraph (a)(1)(v), (a)(2), and (a)(3),
to read as follows:

Sec. 572.160 Incorporation by reference.

(a) * * *
(1) A drawings and specifications package entitled, ``Parts List
and Drawings, Part 572 Subpart S, Hybrid III 6-Year-Old Child Weighted
Crash Test Dummy (H-III6CW),'' dated June 2009, incorporated by
reference in Sec. 572.161 and consisting of:
* * * * *
(iii) Drawing No. 167-2020, Revision A, Spine Box Weight,
incorporated by reference in Sec. Sec. 572.161, 572.164, and 572.165
as part of a complete dummy assembly;
* * * * *
(v) Drawing No. 167-3010, Revision A, Lumbar Weight Base,
incorporated by reference in Sec. Sec. 572.161 and 572.165 as part of
a complete dummy assembly; and
* * * * *
(2) A procedures manual entitled, ``Procedures for Assembly,
Disassembly, And Inspection (PADI) of the Part 572 Subpart S, Hybrid
III 6-Year-Old Child Weighted Crash Test Dummy (H-III6CW), revised June
2009,'' incorporated by reference in Sec. 572.161;
(3) The Director of the Federal Register approved the materials
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Copies of the materials may be inspected at the Department of
Transportation, Docket Operations, Room W12-140, 1200 New Jersey
Avenue, SE., Washington, DC 20590, telephone (202) 366-9826, and at the
National Archives and Records Administration (NARA), and in electronic
format through Regulations.gov. For information on the availability and
inspection of this material at NARA, call 202-741-6030, or go to:
http://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html. For information on the availability
and inspection of this material at Regulations.gov, call 1-877-378-
5457, or go to: http://www.regulations.gov.
* * * * *

0
5. Section 572.161 is amended by revising paragraph (a)(1) and
paragraph (a)(3) introductory text (the table is not amended), to read
as follows:

Sec. 572.161 General description.

(a) * * *
(1) ``Parts List and Drawings, Part 572 Subpart S, Hybrid III 6-
Year-Old Child Weighted Crash Test Dummy (H-III6CW),'' dated June 2009
(incorporated by reference, see Sec. 572.160);
* * * * *
(3) ``Procedures for Assembly, Disassembly, And Inspection (PADI)
of the Part 572 Subpart S, Hybrid III 6-Year-Old Child Weighted Crash
Test Dummy (H-III6CW), revised June 2009'' (incorporated by reference,
see Sec. 572.160).
* * * * *

Issued: November 26, 2010.
David L. Strickland,
Administrator.
[FR Doc. 2010-30357 Filed 12-8-10; 8:45 am]
BILLING CODE 4910-59-P