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recessed within the panel or armrest in such a manner to minimize the likelihood of contact of the head, torso or leg of lap belted occupants shall be considered to provide a reasonable degree of protection.

S3.2 Ash trays not meeting S3.1 shall have a contact area of not less than 2.0 square inches with a minimum edge radius of 0.125 inch. Lighters not meeting 83.1 shall have a contact area of not less than 1.0 square inch with a minimum edge radius of 0.125 inch and maximum extension from the panel of not more than 1 inch.

S3.3 Ash trays and lighters not meeting S3.1 or S3.2 may be constructed of material which will either deflect flush within not more than 0.375 inch of the panel or be pushed flush with the surface or detach from its mounting by the application of a force not to exceed 60 pounds.

[Federal Standard No. 515/20] ARMRESTS FOR AUTOMOTIVE VEHICLES

S1. Purpose and scope. This standard establishes requirements for armrests when installed in automotive vehicles to afford a reasonable degree of protection for front and rear seated occupants wearing type 1 seat belt assemblies.

S2. Application. This standard applies to sedans, carryalls, station wagons, and light trucks up to 10,000 pounds G.V.W.

S3. Requirements. Injury potential shall be minimized by constructing and mounting the arm rests in such a manner as to minimize or spread the area of contact of the body with any rigid elements of the arm rests. Occupant protection area for both lateral and longitudinal impact shall be determined by the use of a type 1 lap belt restrained three dimensional 95th percentile male manikin or other equivalent test device for both rear and front seats with the front seat in all normal positions.

S3.1 The inside exposed surface of the arm rests shall be substantially vertical. In any normal position of the seat, the substantially vertical surface of the arm rest shall provide an area of broad contact with the pelvic region of not less than 2.0 inches vertically. The top and sides of the arm rests shall be covered with energy absorbing material, if not constructed of such materials. The arm rests shall not have any sharp, narrow, or protruding rigid edges in the contact area exposed or under the energy absorbing material. The top and sides of the mounting bracket shall not have any rigid edges of less than 0.750 inch radius.

$3.2 Arm rests not meeting 83.1 shall be constructed of flexible material which will deflect toward the panel and provide a resultant contact area of the pelvic region of no less than that specified in the preceding.

83.3 Accessories or equipment attached to the arm rests shall meet the safety requirements applicable to such equipment or accessories and shall not nullify the injury reducing intent of any of the preceding.

[Federal Standard No. 515/21] PADDING FOR AUTOMOTIVE SEAT BACKS 81. Purpose and scope. This standard establishes requirements for seat back frames

to be so constructed as to absorb and dissipate energy imparted to top and back by the upper torso, limbs, and head of forward facing passengers restrained by type 1 seat belts seated in rear thereof in the event of collision.

82. Application. This standard applies to sedans, school buses, carryalls, station wagons, and to light trucks up to 10,000 pounds gross vehicle weight with provisions for forward facing passenger seating within the cab in rear of the front seat. The guardrail behind the driver's seat in school buses shall be considered as a seat back frame for the purpose of this standard. S3. Requirements.

S3.1

The top and back of the front seats in sedans, the top of the back of forward facing seats, except the rear-most seat, in carryalls and station wagons, the top and backs of all forward facing seats in school buses, except the driver's seat and the rear-most seats, and the guardrail behind the driver's seat in school buses, shall be so constructed and padded with slow return impact absorbing material as to limit the force buildup on that portion of the human body coming in contact therewith, to a maximum of 80 gs in 60 milliseconds at an impact velocity rate of 22 feet per second, excluding the first 3 milliseconds of the time curve.

These

83.2 The specific areas to be padded shall be determined by the use of type 1 seat belt assembly restrained manikins or other test devices having "H" point to top-of-head dimensions of 33 inches and 29 inches. manikins shall be swung through a vertical arc simulating the lap-belted occupant in each seating position, with the front seat in the rear-most position. They shall also be swung through a 45 degree angle to each side of the longitudinal axis of the vehicle. The arc plane so described shall establish the seat top and back areas under consideration in this standard. The headrest shall be considered if applicable. Seat spacing in school buses shall be established at 28 inches for test purposes.

[Federal Standard No. 515/22] HEADRESTS FOR AUTOMOTIVE VEHICLES S1. Purpose and scope. This standard establishes the requirements for front seat headrests in passenger carrying vehicles to afford a reasonable degree of protection from neck injuries (whiplash) in the event of a rear-end collision.

S2. Application. This standard applies to sedans and station wagons. (Outside seating positions of front seats.)

S3. Standard characteristics. The Society of Automotive Engineers Inc., Manikins For Use in Defining Vehicle Seating Accommodations, SAE J826, forms a basis in part for this Federal Standard.

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83.3 Requirements.

83.3.1 The minimum width of the headrest shall be 10 inches and the average width shall be at least 12 inches, both based on the forward facing surface that can be contacted by the head of the occupant. The top of the headrest shall be at least 25 inches above the "H" point of the three dimensional manikin (SAE J826).

83.3.2 The headrest, including any supporting structure that can be contacted by the head of an occupant of the vehicle, shall be constructed of or covered with a material of impact-absorbing qualities on all outer surfaces.

83.3.3 Structural deflection of the headrest resulting from contact in rear-end collisions is allowable, except that rebound action shall be minimized. The headrest and its supporting structure shall have sufficient strength to withstand a force no less than 200 pounds in either fore or aft direction without structural failure, although a limited amount of permanent distortion is permissible.

[Federal Standard No. 515/23]

SIDE MARKER DEVICES FOR AUTOMOTIVE
VEHICLES

81. Purpose and scope. This standard establishes requirements for side marker systems to assure notice and recognition of vehicles from lateral positions during darkness and inclement weather.

82. Application. This standard applies to sedans, carryalls, and station wagons

83. Requirements. The side marker systems shall consist of either an independent electrical system or an electrical system, in combination with or utilizing head and/or tail lamps, or a reflective system, or a combination of both electrical and reflective systems. The side marker device housings or mounting plates shall be antirust material, or sumciently plated or finish coated to be noncorrosive. As applicable, these requirements shall conform to the Uniform Vehicle Code, Chapter 12. The lateral included angles of visibility of the side markers shall be from the lateral angle toward the front of the vehicle when head lamps are no longer visible, to the lateral angle toward the rear of the vehicle when tall lamps become visible.

83.1 Electrical side marker devices. The electrical side marker system shall be securely mounted. The system lamps shall be a minimum of one at or near the front and one at or near the rear edges on each side of the vehicle. The mounting height shall be not less than 16 inches measured from the center of such lamp to the level ground upon which the vehicle stands without a load. The electric side marker lamp colors shall be white to amber for the front and red for the rear and they shall be steady burning simultaneously with the head and tail lamps and parking lamps. The electric lamps shall be capable of being distinguished under normal atmospheric conditions and at the time lights are required to provide recognition at all distances between 500 and 50 feet from the lateral sides of the vehicle. Minimum photo

metric candlepower shall be in accordance with table 1, SAE Standard J592.

83.2 Reflective side marker devices. The reflective side marker devices shall be securely mounted two on each side, one at or near the front and one at or near the rear edge of the fenders or body of the vehicle, as applicable. The reflective devices shall be mounted at a minimum height of 16 inches measured from the center of the device to the level ground upon which the vehicle stands without load. Reflective devices shall be of such size and have such characteristics as to be readily visible at night time from all distances and at the lateral angles specified within 600 feet to 100 feet from the vehicle when illuminated by the beams of head lamps of the observer's vehicle. Minimum candlepower reflectance measurement shall be in accordance with class A, SAE Standard J594c.

S3.2.1 Reflective device colors. The color of the reflective devices shall be white to amber for the front and red for the rear of the vehicle.

83.3 Electrical and reflective side marker devices. The electrical and reflective type side marker device, when combined, shall conform to the preceding paragraphs.

[Federal Standard No. 515 24]

REAR WINDOW DEFOGGER FOR AUTOMOTIVE
VEHICLES

S1. Purpose and scope. This standard defogging, designed to achieve the most pracestablishes requirements for rear window tical vision through the rear window.

sedans. 82. Application. This standard applies to

fogger system shall be permanently installed, S3. Requirements. The rear window deto provide for the removal of fog from inside the rear window caused by atmospheric conditions and passenger loading conditions, in the vehicle. The system shall be of a capacity to clear a minimum area of 75 percent of the operators viewed area of the rear window as reflected in the rear view mirror.

83.1 Testing. The defogger system shall remove fogging under any atmospheric condition and with full passenger loading within a 10-minute period.

[Federal Standard No. 515/25]

ROLL BARS FOR AUTOMOTIVE VEHICLES

S1. Purpose and scope. This standard establishes requirements and test procedures for roll bars installed on specific automotive vehicles to afford a reasonable degree of occupant protection in a rollover.

82. Application. This standard applies to light trucks up to 10,000 pounds G.V.W. of the utility type with open bodies, and those with enclosures made of canvas, metal, fiber glass, or plastic.

83. Requirements. The roll bar shall be designed for each manufacturer's product to establish the width, height, clearances, and proper strengths of the structural members required. The roll bar shall be constructed to guard the operator and passenger compartment, or compartments, within a rigidly attached structural bar unit assembly. The

strength and size shall be as required for each vehicle type and weight with the specified number of occupants for which the vehicle is designed to be used and for their maximum protection without critical deformation or critical encroachment on the operator or passenger compartments. To the extent practical, the roll bar structure shall be located to preclude contact by the heads of belted occupants. If this is not possible, the roll bars shall be covered with energy absorbing cushioning material. The roll bar structure designs shall not impair the vehicle operator's vision or body movements while operating the vehicle. Unless otherwise specified, vehicle manufacturers may eliminate a fold down windshield on the utility truck and incorporate a new designed fixed windshield strengthened to become part of a roll bar structure.

83.1 Testing. The testing requirements for the area of critical encroachment shall be measured from the "H" point of a manikin with "H" point to top-of-head dimension of 33 inches. Performance requires a manikin, seat belt restrained, for each passenger and operator position in the vehicle and with the vehicle tested to the SAE Recommended Practice of SAE J857. For the hill rollover test, specific speed of 50 miles per hour shall be used.

[Federal Standard No. 515/26] FUEL TANKS AND TANK FILLER PIPES FOR AUTOMOTIVE VEHICLES

S1. Purpose and scope. This standard establishes requirements for the integrity and security of fuel tanks and tank aller pipes for automotive vehicles.

82. Application. This standard applies to sedans, buses, station wagons, carryalls, and light trucks up to 10,000 pounds G.V.W. Excluded are utility vehicles of the threewheel type. 83. Standard SAE characteristics. The Recommended Practice for Barrier Collision Tests, SAE J850 forms the basis for section S3.1 of this standard as modified in S3.1.1.

83.1 Fuel tanks and tank filler pipes shall be constructed so that they will not rupture, be totally displaced from installed positions, or discharge fuel from the filler pipe, under any condition of tank capacity loading, when subjected to longitudinal and/or lateral acceleration/deceleration forces developed at their installed position, during the SAE J850 barrier collision test at 30 miles per hour.

83.1.1 Other testing methods, such as high capacity acceleration facilities, giving equivalent results, may be utilised in lieu of the SAE J850 barrier collision test. [F.R. Doc. 66-2473; Filed, Mar. 7, 1966; 9:36 a.m.]

INDIVIDUAL VIEWS OF MESSRS. COTTON, MORTON, SCOTT, PROUTY, PEARSON, AND DOMINICK

At the 11th hour, the committee tacked onto the bill, as section. 106(c), a restrictive patent provision which may curtail the safety research that is so vital to the campaign against traffic accidents and injuries.

We opposed this amendment when it was offered in the committee, will oppose it on the floor, and feel so strongly that we are impelled to file these individual views, despite our overall support for the bill.

The subsection requires that any patent developed with the aid of a Federal contribution must be made freely and fully available to the general public-unless the Federal contribution is minimal (whatever that might mean).

Plausible as this might seem at first glance, its real effect is liable to defeat the main purpose of the bill. Consider, for instance, the position of a firm or an individual with highly promising ideas for a safety development who needs additional research funds to complete his research and development work. Federal assistance might hasten the work and bring the invention to public usefulness sooner. the developer, who would lose all his rights to the invention under the committee amendment, could hardly afford to accept Federal aid. The public safety will be the clear loser and no one the gainer— under the amendment.

But

The fundamental aim of the bill is safety, yet the amendment throws a new, unforeseen roadblock in the path of safety research. Furthermore, the provision is another attempt at a patchwork, piecemeal approach to the problem of patent policies and federally supported research.

Twice last year the Senate rejected similar provisions because it felt the problem should be dealt with through comprehensive, general legislation. Such a bill, S. 1809, has now been approved by the Senate Patents Subcommittee and is actively being marked up by the full Judiciary Committee. There is no justification for further complicating the matter by yet another separate amendment.

We believe section 106 (c) should be deleted. The Senate should be given the opportunity to consider the comprehensive bill now before the Judiciary Committee. In the meantime, the public interest will be adequately and soundly protected because research authorized by this bill will be subject to the general government patent policies prescribed by President Kennedy in 1963.

NORRIS COTTON.

THRUSTON B. MORTON.
HUGH SCOTT.

WINSTON L. PROUTY.
JAMES B. PEARSON.
PETER H. DOMINICK.

1 On June 2, 1965, by a vote of 59 to 26, the Senate adopted a Dodd motion to table Long's (Lousiana) amendment on patents developed in connection with NASA contracts. On June 29, 1965, by a vote of 55 to 36, the Senate adopted a Pastore motion to table Long's (Lousiana) amendment on patents developed in connection with the regional heart disease, cancer and stroke program.

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