FMVSS 49 CFR Part 571-2025 氢燃料车辆的燃料系统完整性；压缩氢气储存系统完整性；通过引用纳入

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Federal Register / Vol. 90, No. 11 / Friday, January 17, 2025 / Rules and Regulations

See 89 FR 27502 (Apr. 17, 2024), available at

https://www.federalregister.gov/documents/2024/

04/17/2024-07116/federal-motor-vehicle-safety-

standards-fuel-system-integrity-of-hydrogen-

vehicles-compressed.

A copy of GTR No. 13 as updated by the Phase

2 amendments is available at: https://unece.org/

sites/default/files/2023-07/ECE-TRANS-180-

Add.13-Amend1e.pdf

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety

Administration

49 CFR Part 571

[Docket No. NHTSA–2024–0090]

RIN 2127–AM40

Federal Motor Vehicle Safety

Standards; Fuel System Integrity of

Hydrogen Vehicles; Compressed

Hydrogen Storage System Integrity;

Incorporation by Reference

AGENCY

: National Highway Traffic

Safety Administration (NHTSA),

Department of Transportation (DOT).

ACTION

: Final rule.

SUMMARY

: This final rule establishes two

new Federal Motor Vehicle Safety

Standards (FMVSS) specifying

performance requirements for all motor

vehicles that use hydrogen as a fuel

source. The final rule is based on Global

Technical Regulation (GTR) No. 13,

Hydrogen and Fuel Cell Vehicles.

FMVSS No. 307, ‘‘Fuel system integrity

of hydrogen vehicles,’’ specifies

requirements for the integrity of the fuel

system in hydrogen vehicles during

normal vehicle operations and after

crashes. FMVSS No. 308, ‘‘Compressed

hydrogen storage system integrity,’’

specifies requirements for the

compressed hydrogen storage system to

ensure the safe storage of hydrogen

onboard vehicles. These two standards

will reduce deaths and injuries from

fires due to hydrogen fuel leakages and/

or explosion of the hydrogen storage

system.

DATES

Effective date: This final rule is

effective July 16, 2025.

IBR date: The incorporation by

reference of certain publications listed

in the rule is approved by the Director

of the Federal Register as of July 16,

2025.

Compliance Dates: The compliance

date is September 1, 2028.

Petitions for reconsideration: Petitions

for reconsideration of this final rule

must be received no later than March 3,

2025.

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, West Building, Washington,

DC 20590. All petitions received will be

posted without change to http://

www.regulations.gov, including any

personal information provided.

Privacy Act: DOT will post any

petition for reconsideration, and any

other submission, without edit, to

http://www.regulations.gov, as

described in the system of records

notice, DOT/ALL–14 FDMS, accessible

through https://www.transportation.gov/

individuals/privacy/privacy-act-system-

records-notices. Anyone is able to

search the electronic form of all

submissions to any of our dockets by the

name of the individual submitting the

submission (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).

FOR FURTHER INFORMATION CONTACT

: For

technical issues, Ian MacIntire, General

Engineer, Special Vehicles & Systems

Division within the Division of

Rulemaking, at (202) 493–0248 or

Ian.MacIntire@dot.gov. For legal issues,

Paul Connet, Attorney-Advisor, NHTSA

Office of Chief Counsel, at (202) 366–

5547 or Paul.Connet@dot.gov or Evita

St. Andre, Attorney-Advisor, NHTSA

Office of Chief Counsel, at (617) 494–

2767 or Evita.St.Andre@dot.gov. The

mailing address of these officials is:

National Highway Traffic Safety

Administration, 1200 New Jersey

Avenue SE, Washington, DC 20590.

SUPPLEMENTARY INFORMATION

Table of Contents

I. Executive Summary

II. Background

III. Summary of Comments

IV. Response to Comments on Proposed

Requirements

V. Other Changes to the Regulatory Text

VI. Rulemaking Analyses and Notices

I. Executive Summary

Vehicle manufacturers have

continued to seek out renewable and

clean fuel sources as alternatives to

gasoline and diesel. Compressed

hydrogen has emerged as a promising

potential alternative because hydrogen

is an abundant element in the

atmosphere and does not produce

tailpipe greenhouse gas emissions when

used as a motor fuel. However,

hydrogen must be compressed to high

pressures to be an efficient motor fuel

and is also highly flammable, similar to

other motor fuels. NHTSA has already

set regulations ensuring the safe

containment of other motor vehicle

fuels such as gasoline in FMVSS No.

301, ‘‘Fuel system integrity,’’ and

compressed natural gas (CNG) in

FMVSS No. 304, ‘‘Compressed natural

gas fuel container integrity,’’ and the

fuel integrity systems of those fuels in

FMVSS No. 301 and FMVSS No. 303,

‘‘Fuel system integrity of compressed

natural gas vehicles,’’ respectively. No

such standards currently exist in the

United States covering vehicles that

operate on hydrogen. Accordingly, this

document establishes two new FMVSS

to address safety concerns relating to the

storage and use of hydrogen in motor

vehicles, and to align the safety

regulations of hydrogen vehicles with

those of vehicles that operate using

other fuel sources.

NHTSA published the Notice of

Proposed Rulemaking (NPRM) on April

17, 2024, seeking comments on the

proposed standards.

This final rule

responds to and addresses the

comments to the NPRM, reflecting input

from stakeholders on various concerns

and recommendations. The rule was

developed in concert with efforts to

harmonize hydrogen vehicle standards

with international partners through the

GTR process and harmonizes the

FMVSS with GTR No. 13, Hydrogen and

Fuel Cell Vehicles.

The two new FMVSS established by

this document are: FMVSS No. 307,

‘‘Fuel system integrity of hydrogen

vehicles,’’ and FMVSS No. 308,

‘‘Compressed hydrogen storage system

integrity.’’ FMVSS No. 307 regulates the

integrity of the fuel system in hydrogen

vehicles during normal vehicle

operations and after crashes. To this

end, it includes performance

requirements for the hydrogen fuel

system to mitigate hazards associated

with hydrogen leakage and discharge

from the fuel system, as well as post-

crash restrictions on hydrogen leakage,

concentration in enclosed spaces,

container displacement, and fire.

FMVSS No. 308 regulates the

compressed hydrogen storage system

(CHSS) itself and primarily includes

performance requirements that ensure

the CHSS is unlikely to leak or burst

during use, as well as requirements

intended to ensure that hydrogen is

safely expelled from the container when

it is exposed to a fire. FMVSS No. 308

also specifies performance requirements

for different closure devices in the

CHSS.

FMVSS No. 308 applies to all motor

vehicles that use compressed hydrogen

gas as a fuel source to propel the

vehicle, regardless of the vehicle’s gross

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6219

Federal Register / Vol. 90, No. 11 / Friday, January 17, 2025 / Rules and Regulations

See https://unece.org/sites/default/files/2023-

07/ECE-TRANS-180-Add.13-Amend1e.pdf.

See 89 FR 27502 (Apr. 17, 2024), available at

https://www.federalregister.gov/documents/2024/

04/17/2024-07116/federal-motor-vehicle-safety-

standards-fuel-system-integrity-of-hydrogen-

vehicles-compressed.

vehicle weight rating (GVWR), except

vehicles that are only equipped with

cryo-compressed hydrogen storage

systems or solid-state hydrogen storage

systems to propel the vehicle. Portions

of FMVSS No. 307 also apply to all

motor vehicles that use compressed

hydrogen gas as a fuel source to propel

the vehicle, regardless of the vehicle’s

GVWR. However, while FMVSS No.

307’s fuel system integrity requirements

during normal vehicle operations apply

to both light vehicles (vehicles with a

GVWR of 4,536 kg or less) and to heavy

vehicles (vehicles with a GVWR greater

than 4,536 kg), FMVSS No. 307’s post-

crash fuel system integrity requirements

apply only to compressed hydrogen-

fueled light vehicles and to all

II. Background

A. Overview of GTR No. 13

1. The GTR Process

The United States is a contracting

party to the the Agreement concerning

the Establishing of Global Technical

Regulations for Wheeled Vehicles,

Equipment and Parts which can be

fitted and/or be used on Wheeled

Vehicles (‘‘1998 Agreement’’). This

agreement entered into force in 2000

and is administered by the United

Nations Economic Commission for

Europe’s (UN ECE’s) World Forum for

the Harmonization of Vehicle

Regulations (WP.29). The purpose of

this agreement is to establish Global

Technical Regulations (GTRs).

At its 160th session in June 2013, UN

ECE WP.29 formally adopted the

proposal to establish GTR No. 13.

NHTSA chaired the development of

GTR No. 13 and voted in favor of

establishing GTR No. 13. The Phase 2

updates to GTR No. 13 were adopted at

the 190th Session of WP.29 on June 21,

2023.

As a Contracting Party Member to the

1998 Global Agreement that voted in

favor of GTR No. 13 and the Phase 2

updates to GTR No. 13, NHTSA is

obligated to initiate the process used in

the U.S. to adopt Phase 2 GTR No. 13

as an agency regulation. This process

was initiated by the NPRM published on

April 17, 2024. NHTSA is not obligated

to adopt the GTR, in whole or in part,

after initiating this process.

Additionally, NHTSA may adopt a

modified version of the GTR to ensure

that it meets relevant requirements. In

deciding whether to adopt a GTR as an

FMVSS, NHTSA follows the

requirements for NHTSA rulemaking,

including the Administrative Procedure

Act, the National Traffic and Motor

Vehicle Safety Act (Vehicle Safety Act),

Presidential Executive Orders, and DOT

and NHTSA policies, procedures, and

regulations. Among other things,

FMVSS issued under the Vehicle Safety

Act ‘‘shall be practicable, meet the need

for motor vehicle safety, and be stated

in objective terms.’’

2. GTR No. 13 and Phase 2 Updates

GTR No. 13 specifies safety-related

performance requirements and test

procedures with the purpose of

minimizing human harm that may occur

as a result of fire, burst, or explosion

related to the hydrogen fuel system of

vehicles. The regulation consists of

system performance requirements for

CHSS, CHSS closure devices, and the

vehicle fuel delivery system. GTR No.

13 does not specify the type of crash

tests for post-crash safety evaluation and

instead permits Contracting Parties to

use their domestic regulated crash tests.

The Phase 2 updates of GTR No. 13

accomplished several goals, including:

broadening of the scope and application

of GTR No. 13 to cover heavy/

commercial vehicles; harmonizing,

clarifying, and expanding the

requirements for thermally-activated

pressure relief device (TPRD) discharge

direction in case of controlled release of

hydrogen; strengthening test procedures

for containers with pressures below 70

MPa, including comprehensive fire

exposure tests; and extending the

requirements to 25 years to more

accurately capture the expected useful

life of vehicles.

B. April 2024 NPRM

The April 2024 NPRM

proposed to

establish two new FMVSS for hydrogen

vehicles that are based on GTR No. 13,

Phase 2. The proposed FMVSS No. 307,

‘‘Fuel System Integrity of Hydrogen

Vehicles,’’ is designed to set

performance requirements to ensure the

integrity of the hydrogen fuel system

during normal vehicle operations and

after crashes. These requirements aimed

to mitigate safety risks associated with

hydrogen fuel leakages, fires, and

explosions, ensuring that hydrogen

would not pose risks to vehicle

occupants or those nearby. The standard

addressed the hazards posed by the

flammability of hydrogen and its

tendency to leak under high pressure,

particularly in crash scenarios.

FMVSS No. 307 prescribes a series of

performance standards aimed at

ensuring the safety of hydrogen vehicle

fuel systems during both normal

operations and post-crash scenarios.

The NPRM proposed five key

performance requirements for hydrogen

fueling receptacles to prevent leakage,

incorrect fueling, and contamination

from dirt or water. These included

reverse flow prevention, clear labeling,

positive locking, protection against

contamination, and secure placement to

avoid crash-related deformations. An

over-pressure protection device

requirement was proposed to protect

downstream components from excessive

pressure. The proposal also included

requirements for hydrogen discharge

mechanisms, specifying that vent lines

must be protected from dirt and water

and that hydrogen gas discharge must be

directed safely away from critical

components like the wheels, doors, and

emergency exits.

The NPRM also proposed

requirements in FMVSS No. 307 to

protect against flammable conditions.

These included a visual warning system

that would alert the driver if hydrogen

concentrations reached dangerous levels

(above 3% in enclosed or semi-enclosed

spaces), and an automatic shut-off valve

closure if hazardous hydrogen

concentrations were detected. The

proposed standard further specified that

hydrogen concentrations in the exhaust

system must not exceed set thresholds

during normal vehicle operation.

In post-crash scenarios, the proposal

set limits on fuel leakage and specified

crash tests to ensure that the hydrogen

containers remained intact and that any

post-crash hydrogen leakage remained

within manageable limits. The proposal

allowed a hydrogen leak rate not to

exceed 118 normal liters per minute for

a duration of 60 minutes after impact.

The NPRM also proposed establishing

FMVSS No. 308, ‘‘Compressed

Hydrogen Storage System Integrity,’’

focused on ensuring the safety and

durability of the CHSS used in hydrogen

vehicles. The proposed standard

outlined performance requirements for

the CHSS to prevent leaks, bursts, and

other failures during normal vehicle use

and under extreme conditions, such as

exposure to fire. The proposal included

tests and performance criteria to

evaluate the CHSS’s resistance to

various stress factors that could occur

over the vehicle’s lifetime. The CHSS,

which includes components such as the

hydrogen container, check valve, shut-

off valve, and TPRD, was required to

meet several durability and safety

benchmarks throughout its operational

lifespan.

The proposal established specific

requirements for hydrogen containers,

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Federal Register / Vol. 90, No. 11 / Friday, January 17, 2025 / Rules and Regulations

In response to the comments to extend the

comment period, NHTSA extended the comment

period for the NPRM by 30 days. The original

comment period for the NPRM was scheduled to

end on June 17, 2024. The extended comment

period ended on July 17, 2024.

which are the primary components of

the CHSS. Testing procedures for these

containers included hydraulic pressure

tests to evaluate burst thresholds,

pressure cycling tests to simulate long-

term use in service, and tests applying

a series of external stress factors such as

impact, chemical exposure, high and

low temperatures, high pressure hold,

and over-pressure along with pressure

cycling to assess the container’s

durability against leak or burst during

its lifetime.

The proposed FMVSS No. 308 also

included an on-road performance test

for the entire CHSS to ensure the CHSS

contains hydrogen without leak or burst.

This test uses on-road operating

conditions including fueling and

defueling the container at different

ambient conditions with hydrogen gas

at low and high temperatures, a static

high-pressure hold, and an

overpressure, designed to replicate the

stress factors the system could

encounter during a vehicle’s operational

life.

Fire exposure testing was another

critical aspect in the proposed FMVSS

No. 308, evaluating whether the CHSS

could prevent dangerous hydrogen

release or explosion in a vehicle fire

scenario. The proposed fire test includes

a localized and engulfing stage, which

were developed based on real vehicle

fire data. The NPRM also proposed

requirements for the CHSS’s closure

devices (check valves, shut-off valves,

and TPRDs). Additionally, the NPRM

proposed labeling requirements in

FMVSS No. 308 for hydrogen

containers.

Together, the two proposed standards,

FMVSS No. 307 and FMVSS No. 308,

aimed to align U.S. regulations with

GTR No. 13 and address the specific

safety challenges posed by hydrogen as

a vehicle fuel source.

C. How the Final Rule Differs From the

NPRM

The final rule largely mirrors the

proposed standards, with some minor

changes to the requirements and test

procedures based on the public

comments and feedback received.

Details of the reasoning behind each of

the changes is provided in relevant

sections of the notice.

FMVSS No. 307, established by this

final rule, differs from the proposed

FMVSS No. 307 in the following ways:

•Revises the definition for enclosed

or semi-enclosed spaces to be more

specific and avoid ambiguity.

•Removes the requirement for an

overpressure protection device.

•Removes the requirement that the

fueling receptacle ‘‘shall not be

mounted to or within the impact energy-

absorbing elements of the vehicle.’’

•Removes the requirements for

specific TPRD discharge angles.

•Eliminates the option to use an

electronic leak detector in section S6.6,

leaving leak detection liquid as the only

applicable test method.

•Revises the regulatory text in

instances where the NPRM stated that

the vehicle is set to the ‘‘on’’ or ‘‘run’’

position (and preventing the vehicle

from idling) to instead state that the

propulsion system shall be operational.

FMVSS No. 308, established by this

final rule, differs from the proposed

FMVSS No. 308 in the following ways:

•Excludes cryo-compressed and

solid-state hydrogen storage systems

from the requirements in FMVSS No.

308.

•Requires manufacturers to provide

the median initial burst pressure for a

container (BP

) within fifteen business

days instead of five.

•Removes the requirement to include

on the container label.

•Removes the requirement for

container burst pressure variability to be

within 10 percent of BP

•Changes the requirement that the

manufacturer specify the primary

constituent of the container to

specifying whether the primary

constituent of the container is glass fiber

composite.

•Increases the timeframe from 5

business days to 15 business days for

manufacturers to submit vehicle-

specific information for testing

purposes.

•Revises the cycling rate for the

baseline initial pressure cycle test to be

no more than ten cycles per minute.

•Removes the minimum time of

three minutes to sustain a visible leak

before the baseline initial pressure cycle

test can end successfully due to ‘‘leak

before burst.’’

•Removes the proof pressure test

from both the test for performance

durability and the test for expected on-

road performance.

•Permits the option to conduct the

closure tests with an inert gas such as

helium instead of hydrogen gas.

For both standards, various editorial

and clerical updates were made to

improve clarity and consistency

throughout the document.

III. Summary of Comments

The NPRM preceding this final rule

included requests for comment on

several topics. From April 17, 2024, to

July 17, 2024, the agency received 31

comments on the NPRM, four of which

were requests to extend the NPRM

comment period.

The comments were

generally supportive of the proposed

rule, particularly regarding

harmonization with international

regulations. Many commenters

suggested modifications to the proposed

requirements, including details of

various test procedures. Of the 26

unique comments, the majority (21

comments) were submitted by vehicle

and component manufacturers and

industry associations. Comments were

also submitted by standards testing

laboratories (1 comment), and other

stakeholders (4 comments).

The vehicle and component

manufacturers that provided comments

were Ballard Power Systems

(‘‘Ballard’’), Daimler Truck North

America (‘‘DTNA’’), Ford Motor

Company (‘‘Ford’’), Glickenhaus Zero

and Scuderia Cameron Glickenhaus LLC

(collectively, ‘‘Glickenhaus’’), Hexagon

Agility, Inc. (‘‘Agility’’), Hyundai

America Technical Center, Inc.

(‘‘HATCI’’), Hyundai Motor Group

(‘‘Hyundai’’), Luxfer Gas Cylinders, New

Flyer of America (‘‘NFA’’), Nikola

Corporation (‘‘Nikola’’), Noble Gas

Systems (‘‘NGS’’), Hyzon Motors Inc.

(Hyzon), H2MOF, Inc. (‘‘H2MOF’’),

Quantum Fuel Systems, LLC

(‘‘Quantum’’), Verne, Inc. (‘‘Verne’’),

Westport Fuel Systems Canada, Inc.

(‘‘WFS’’), and Air Products and

Chemicals, Inc. (‘‘Air Products’’).

The industry associations that

provided comments were the Alliance

for Automotive Innovation (‘‘Auto

Innovators’’), The Vehicle Suppliers

Association (‘‘MEMA’’), the Transport

Project (‘‘TTP’’), and the Truck and

Engine Manufacturers Association

(‘‘EMA’’). Some manufacturers stated

support for the comments submitted by

an industry association.

The testing laboratory that provided

comments was TesTneT Canada, Inc.

(‘‘TesTneT’’). The other stakeholders

that provided comments were Faurecia

Hydrogen Solutions (‘‘FORVIA’’),

Consumer Reports, Newhouse

Technology, LLC (‘‘Newhouse’’), and an

anonymous commenter.

IV. Response to Comments on Proposed

Requirements

A. Deviation From GTR No. 13

Several commenters submitted

repeated comments for many sections of

the proposed FMVSS Nos. 307 and 308

asking that the agency follow GTR No.

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摘要：

本文档详细解析了美国联邦机动车安全标准（FMVSS）49 CFR Part 571-2025中关于氢燃料车辆燃料系统完整性及压缩氢气储存系统完整性的最新技术要求与合规要点。该法规通过引用纳入相关行业标准，旨在确保氢燃料电池车辆在碰撞、极端温度及长期使用条件下的安全性能，防止氢气泄漏、爆炸等风险。内容涵盖储氢罐的耐压测试、材料兼容性、泄压装置设计以及系统密封性验证等关键环节，为汽车制造商、零部件供应商及认证机构提供了明确的法规依据与测试流程参考。

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