78918 Federal Register / Vol. 85, No. 235 / Monday, December 7, 2020 / Notices 

Observation #6: Training Plan Update 

Section 12.2 of the MOU commits 

DOT&PF and FHWA to update the 

DOT&PF training plan annually in 

consultation with other Federal agencies 

as appropriate. The DOT&PF did not 

update its Training Plan prior to or 

during the Audit 2 process. In their 

response to the Audit 3 PAIR, DOT&PF 

stated ‘‘the training plan was updated 

on October 29, 2019 with minor 

revisions to Section 5. A list of proposed 

training has been added to this section 

and the RD&T2 [Research, Development, 

and Technology Transfer], FHWA, and 

Prior Training Requests subsections 

have been removed.’’ Based on the 

information gathered through the PAIR 

and interviews, the audit team is 

satisfied that the DOT&PF addressed the 

training observation from the second 

audit. Moving forward, DOT&PF 

committed to coordinating with the 

Alaska Division Office for future annual 

updates of the Training Plan. 

[FR Doc. 2020–26790 Filed 12–4–20; 8:45 am] 

BILLING CODE 4910–22–P 

DEPARTMENT OF TRANSPORTATION 

Federal Motor Carrier Safety 

Administration 

[Docket No. FMCSA–2020–0122] 

Parts and Accessories Necessary for 

Safe Operation; Application for an 

Exemption From Grote Industries, LLC 

AGENCY: Federal Motor Carrier Safety 

Administration (FMCSA), DOT. 

ACTION: Notice of final disposition; grant 

of exemption. 

SUMMARY: The Federal Motor Carrier 

Safety Administration (FMCSA) 

announces its decision to grant Grote 

Industries, LLC’s (Grote) application for 

a limited 5-year exemption to allow 

motor carriers operating trailers and van 

body trucks to install amber brakeactivated pulsating warning lamps on 

the rear of trailers and van body trucks 

in addition to the steady-burning brake 

lamps required by the Federal Motor 

Carrier Safety Regulations (FMCSRs). 

The Agency has determined that 

granting the exemption would likely 

achieve a level of safety equivalent to or 

greater than the level of safety provided 

by the regulation. 

DATES: This exemption is effective 

December 7, 2020 and ending December 

2, 2025. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Luke Loy, Vehicle and Roadside 

Operations Division, Office of Carrier, 

Driver, and Vehicle Safety, MC–PSV, 

(202) 366–0676, Federal Motor Carrier 

Safety Administration, 1200 New Jersey 

Avenue SE, Washington, DC 20590– 

0001. 

Docket: For access to the docket to 

read background documents or 

comments submitted to notice 

requesting public comments on the 

exemption application, go to 

www.regulations.gov at any time or visit 

Dockets Operations, Room W12–140 on 

the ground level of the West Building, 

1200 New Jersey Avenue SE, 

Washington, DC, between 9 a.m. and 5 

p.m., ET, Monday through Friday, 

except Federal holidays. To be sure 

someone is there to help you, please call 

(202) 366–9317 or (202) 366–9826 

before visiting Dockets Operations. The 

on-line Federal document management 

system is available 24 hours each day, 

365 days each year. The docket number 

is listed at the beginning of this notice. 

SUPPLEMENTARY INFORMATION: 

Background 

FMCSA has authority under 49 U.S.C. 

31136(e) and 31315 to grant exemptions 

from certain parts of the FMCSRs. 

FMCSA must publish a notice of each 

exemption request in the Federal 

Register (49 CFR 381.315(a)). The 

Agency must provide the public an 

opportunity to inspect the information 

relevant to the application, including 

any safety analyses that have been 

conducted. The Agency must also 

provide an opportunity for public 

comment on the request. 

The Agency reviews safety analyses 

and public comments submitted, and 

determines whether granting the 

exemption would likely achieve a level 

of safety equivalent to, or greater than, 

the level that would be achieved by the 

current regulation (49 CFR 381.305). 

The decision of the Agency must be 

published in the Federal Register (49 

CFR 381.315(b)) with the reasons for 

denying or granting the application and, 

if granted, the name of the person or 

class of persons receiving the 

exemption, and the regulatory provision 

from which the exemption is granted. 

The notice must also specify the 

effective period and explain the terms 

and conditions of the exemption. The 

exemption may be renewed (49 CFR 

381.300(b)). 

Grote’s Application for Exemption 

Section 393.25(e) of the FMCSRs 

requires all exterior lamps (both 

required lamps and any additional 

lamps) to be steady-burning, except turn 

signal lamps, hazard warning signal 

lamps, school bus warning lamps, 

amber warning lamps or flashing 

warning lamps on tow trucks and 

commercial motor vehicles (CMV) 

transporting oversized loads, and 

warning lamps on emergency and 

service vehicles authorized by State or 

local authorities. 

Grote applied for an exemption from 

49 CFR 393.25(e) to allow motor carriers 

operating trailers and van body trucks to 

install brake-activated pulsating 

warning lamps on the rear of trailers 

and van body trucks in addition to the 

steady-burning brake lamps required by 

the FMCSRs. Specifically, Grote 

requested allowance to use: (1) An 

upper pair of brake-activated warning 

lamps centered about the centerline of 

the trailer such that the centerline of the 

outermost identification (ID) lamps to 

the centerline of the auxiliary braking 

lamps is between 6–12 inches and 

collinear with the three ID lamp cluster; 

(2) a single brake-activated warning 

lamp centrally located on or below the 

rear sill collinear with the stop/tail/turn 

lamps; (3) an upper pair of brakeactivated warning lamps (as described 

in (1) above) and a single brakeactivated warning lamp centrally 

located on or below the rear sill 

collinear with the stop/tail/turn lamps; 

(4) a lower pair of brake-activated 

warning lamps centered about the 

centerline of the trailer located on or 

below the rear sill; or (5) an upper pair 

of brake-activated warning lamps (as 

described in (1) above and a lower pair 

of brake-activated warning lamps as 

described in (4) above). The same brakeactivated warning lamp options would 

also be applicable to van body straight 

trucks. These brake-activated warning 

lamps would be amber in color and act 

as a Class II strobe (pulsate) for up to 4 

seconds with each application of the 

brake, then steadily burn red for the 

duration of the time the brake circuit is 

activated. The brake-activated pulsating 

warning lamps would be in addition to 

the steady-burning brake lamps required 

by the FMCSRs. 

Grote is a manufacturer of vehicle 

lighting and safety equipment, and 

requests this relief on behalf of 

interstate motor carriers because 

previous research has demonstrated that 

the use of pulsating brake-activated 

warning lamps increases visibility of 

equipment and vehicles. The use of 

amber pulsating brake-activated 

warning lamps, in addition to steadyburning red brake lamps required by the 

FMCSRs, would allow commercial 

carriers to not only maintain operational 

safety levels, but also implement more 

efficient and effective operations. 

A copy of the application is included 

in the docket referenced at the 

beginning of this notice. 


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Federal Register / Vol. 85, No. 235 / Monday, December 7, 2020 / Notices 78919 

1U.S. Department of Transportation, National 

Highway Traffic Safety Administration (2012), 

Traffic Safety Facts—2010 Data; Large Trucks, 

Report No. DOT HS 811 628, Washington, DC (June 

2012). 

2U.S. Department of Transportation, National 

Highway Traffic Safety Administration (2018), 

Traffic Safety Facts—2016 Data; Large Trucks, 

Report No. DOT HS 812 497, Washington, DC (May 

2018). 

3U.S. Department of Transportation, Federal 

Motor Carrier Safety Administration (2014), 

Expanded Research and Development of an 

Enhanced Rear Signaling System for Commercial 

Motor Vehicles, Report No. FMCSA–RRT–13–009, 

Washington, DC (April 2014). 

Grote contended that the addition of 

the brake-activated pulsating lamp 

would improve safety, and stated that 

research shows that pulsating brake 

lamps installed in addition to required 

steady-burning red brake lamps improve 

visibility and prevent accidents. Grote 

also noted that FMCSA has previously 

granted a similar, but not identical, 

temporary exemption to Groendyke 

Transport, Inc. (Groendyke), based in 

part on Groendyke’s real-world 

experience demonstrating that use of 

amber pulsating brake-activated 

warning lamps in addition to steadyburning red brake lamps had decreased 

the frequency of rear-end accidents 

involving its fleet of tank trailers (84 FR 

17910; April 26, 2019). 

Grote included in the application 

several studies conducted by the 

National Highway Traffic Safety 

Administration (NHTSA), another 

agency in the U.S. Department of 

Transportation, on the issues of rear-end 

crashes, distracted driving, and braking 

signals. Grote stated that the additional 

amber brake-activated pulsating 

warning lamp(s) will not have an 

adverse impact on safety, and that 

adherence to the terms and conditions 

of the exemption would likely achieve 

a level of safety equivalent to or greater 

than the level of safety achieved without 

the exemption. 

Comments 

FMCSA published a notice of the 

application in the Federal Register on 

May 12, 2020, and asked for public 

comment (85 FR 28136). The Agency 

received comments from the 

Transportation Safety Equipment 

Institute (TSEI), and the Commercial 

Vehicle Safety Alliance (CVSA). 

TSEI stated that ample research has 

demonstrated that the use of pulsating 

amber lamps increases visibility of 

equipment and vehicles and would 

maintain operational safety levels, but 

also implement more efficient and 

effective operations. TSEI expressed a 

concern that the widespread use of 

amber brake-activated pulsating 

warning lamps may reduce the overall 

effectiveness of amber strobe lamps 

frequently used by emergency and 

service vehicles. TSEI recommended 

that human factors studies be conducted 

to ensure that amber brake-activated 

warning lamps do not affect amber 

strobe lamp effectiveness for emergency 

and service vehicles. 

CVSA agreed with Grote’s assessment 

that the previous NHTSA research 

identifies the safety benefits of amber 

brake-activated pulsating lamps, and 

supported allowing motor carriers 

operating trailers and van body trucks to 

install amber brake-activated pulsating 

warning lamps on the rear of trailers 

and van body trucks in addition to the 

steady-burning brake lamps required by 

the FMCSRs. 

FMCSA Decision 

The FMCSA has evaluated the Grote 

exemption application and the 

comments received. The Agency 

acknowledges TSEI’s concerns, but 

believes the technical analysis provided 

by the applicant and the body of 

research the Agency considered and 

discussed below adequately address 

those concerns. 

The Agency believes that granting the 

temporary exemption to allow motor 

carriers operating trailers and van body 

trucks to install amber brake-activated 

pulsating warning lamps in addition to 

the steady-burning brake lamps required 

by the FMCSRs, will likely provide a 

level of safety that is equivalent to, or 

greater than, the level of safety achieved 

without the exemption. 

Rear-end crashes generally account 

for approximately 30 percent of all 

crashes. These types of crashes often 

result from a failure to respond (or 

delays in responding) to a stopped or 

decelerating lead vehicle. Data between 

2010 and 2016 show that large trucks 

are consistently three times more likely 

than other vehicles to be struck in the 

rear in two-vehicle fatal crashes.1 2

Both FMCSA and NHTSA have 

conducted research regarding 

alternative rear signaling systems to 

address rear-end crashes. FMCSA has 

conducted research and development of 

an Enhanced Rear Signaling (ERS) 

system for CMVs.3 The study noted that 

while brake lights are activated only 

with the service brakes, and the visual 

warning is provided only during 

conditions when the lead vehicle is 

decelerating using its braking system, 

brake lights are not activated during 

other conditions when rear-end 

collisions can occur (e.g., when the 

CMV is (1) stopped along the roadway 

or in traffic, (2) traveling slower, or (3) 

decelerating using an engine retarder). 

Because of the limitations of the existing 

brake system described above, along 

with issues relating to visual distraction, 

the study examined ways for CMVs to 

detect rear-end crash threats and to 

provide drivers of following vehicles a 

supplemental visual warning—located 

on the lead vehicle, and in addition to 

the current brake lights—so followingvehicle drivers can quickly recognize 

impending collision threats. 

During Phase I of this effort, 

researchers performed crash database 

analyses to determine causal factors of 

rear-end collisions and to identify 

potential countermeasures. Phase II 

continued through prototype 

development based on 

recommendations from Phase I. During 

Phase II field testing, potential benefits 

of using such countermeasures were 

realized. During Phase III, a multiphased approach was executed to 

design, develop, and test multiple types 

of countermeasures on a controlled test 

track and on public highways. Phase III 

resulted in positive results for a rearwarning prototype system comprising 

12 light-emitting diode (LED) units that 

would flash at 5 Hz to provide a visual 

warning to the following-vehicle drivers 

indicating that, with continued closing 

rate and distance, a collision will occur 

with the lead vehicle. Finally, the 

prototype system was further developed 

and refined to include modification of 

the system into a unit designed for 

simple CMV installation, collisionwarning activation refinements, and 

rear-lighting brightness adjustments for 

nighttime conditions. Formal closed 

test-track and real-world testing were 

then performed to determine the ERS 

system collision-warning activation 

performance. 

While the efforts described above 

demonstrated a promising system for 

follow-on research, FMCSA ultimately 

decided not to pursue formal field 

operational testing of the prototype 

system because of concerns relating to 

(1) the cost to implement the ERS 

system as configured, and (2) fleets’ 

willingness to invest in the technology 

given the cost of the system. 

Nonetheless, the preliminary research 

showed that the ERS system performed 

well at detecting and signaling rear-end 

crash threats and drawing the gaze of 

following-vehicle drivers to the forward 

roadway which, if implemented, could 

potentially reduce the number and 

frequency of rear-end crashes into 

CMVs. 

Separately, NHTSA has performed a 

series of research studies intended to 

develop and evaluate rear-signaling 

applications designed to reduce the 

frequency and severity of rear-end 

crashes via enhancements to rear-brake 


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78920 Federal Register / Vol. 85, No. 235 / Monday, December 7, 2020 / Notices 

4U.S. Department of Transportation, National 

Highway Traffic Safety Administration (2009), 

Traffic Safety Facts—Vehicle Safety Research Notes; 

Assessing the Attention-Gettingness of Brake 

Signals: Evaluation of Optimized Candidate 

Enhanced Braking Signals; Report No. DOT HS 811 

129, Washington, DC (May 2009). 

5U.S. Department of Transportation, National 

Highway Traffic Safety Administration (2010), 

Traffic Safety Facts—Vehicle Safety Research Notes; 

Assessing the Attention-Getting Capability of Brake 

Signals: Evaluation of Candidate Enhanced Braking 

Signals and Features; Report No. DOT HS 811 330, 

Washington, DC (June 2010). 

6U.S. Department of Transportation, National 

Highway Traffic Safety Administration (2009), The 

Effectiveness of Amber Rear Turn Signals for 

Reducing Rear Impacts; Report No. DOT HS 811 

115, Washington, DC (April 2009). 

lighting by redirecting drivers’ visual 

attention to the forward roadway (for 

cases involving a distracted driver), 

and/or increasing the saliency or 

meaningfulness of the brake signal (for 

inattentive drivers).4 5

Initially, the study quantified the 

attention-getting capability and 

discomfort glare of a set of candidate 

rear brake lighting configurations, using 

driver judgments, as well as eyedrawing metrics. This study served to 

narrow the set of candidate lighting 

configurations to those that would most 

likely be carried forward for additional 

on-road study. Both look-up (eyedrawing) data and interview data 

supported the hypothesis that 

simultaneous flashing of all rear lighting 

combined with increased brightness 

would be effective in redirecting the 

driver’s eyes to the lead vehicle when 

the driver is looking away with tasks 

that involve visual load. 

Subsequently, the study quantified 

the attention-getting capability of a set 

of candidate rear brake lighting 

configurations, including proposed 

approaches from automotive companies. 

This study was conducted to provide 

data for use in a simulation model to 

assess the effectiveness and safety 

benefits of enhanced rear brake light 

countermeasures. Among other things, 

this research demonstrated that flashing 

all lights simultaneously or alternately 

flashing is a promising signal for use in 

enhanced brake light applications, even 

at levels of brightness within the current 

regulated limits. Specifically, the study 

concluded that substantial performance 

gains may be realized by increasing 

brake-lamp brightness levels under 

flashing configurations; however, 

increases beyond a certain brightness 

threshold will not return substantive 

performance gains. 

Both FMCSA and NHTSA have 

conducted extensive research and 

development programs to examine 

alternative rear-signaling systems to 

reduce the incidence of rear-end 

crashes. However, while these efforts 

concluded that improvements could be 

realized through rear-lighting systems 

that flash, neither the FMCSRs nor the 

Federal Motor Vehicle Safety Standards 

(FMVSS) currently permit the use of 

pulsating, brake-activated lamps on the 

rear of CMVs. 

With respect to the use of amber 

lights, NHTSA has conducted research 

on the effectiveness of rear turn-signal 

color on the likelihood of being 

involved in a rear-end crash.6 FMVSS 

No. 108 allows rear turn signals to be 

either red or amber in color. The study 

concluded that amber signals show a 5.3 

percent effectiveness in reducing 

involvement in two-vehicle crashes 

where a lead vehicle is rear-struck in the 

act of turning left, turning right, merging 

into traffic, changing lanes, or entering/ 

leaving a parking space. The advantage 

of amber, compared to red, rear turn 

signals was shown to be statistically 

significant. 

FMCSA acknowledges the concerns of 

TSEI that the widespread use of amber 

brake-activated pulsating warning lamps 

may reduce the overall effectiveness of 

amber strobe lamps frequently used by 

emergency and service vehicles. FMCSA 

believes that the FMCSA and NHTSA 

research programs demonstrating the 

ability of alternative rear-signaling 

systems to reduce the frequency and 

severity of rear-end crashes, are 

sufficient to conclude that 

implementation of amber brakeactivated pulsating warning lamps on 

the rear of trailers and van body trucks, 

in addition to the steady-burning brake 

lamps required by the regulations, is 

likely to provide a level of safety that is 

equivalent to, or greater than, the level 

of safety achieved without the 

exemption. 

Terms and Conditions for the 

Exemption 

The Agency hereby grants the 

exemption for a 5-year period, 

beginning December 7, 2020 and ending 

December 2, 2025. During the temporary 

exemption period, motor carriers 

operating trailers and van body trucks 

will be allowed to install brakeactivated pulsating warning lamps on 

the rear of trailers and van body trucks, 

in addition to the steady-burning brake 

lamps required by the FMCSRs. 

Specifically, the exemption will allow 

the use of: (1) An upper pair of brakeactivated warning lamps centered about 

the centerline of the trailer such that the 

centerline of the outermost 

identification (ID) lamps to the 

centerline of the auxiliary braking lamps 

is between 6—12 inches and collinear 

with the three ID lamp cluster; (2) a 

single brake activated warning lamp 

centrally located on or below the rear 

sill collinear with the stop/tail/turn 

lamps; (3) an upper pair of brakeactivated warning lamps (as described 

in (1) above) and a single brakeactivated warning lamp centrally 

located on or below the rear sill 

collinear with the stop/tail/turn lamps; 

(4) a lower pair of brake-activated 

warning lamps centered about the 

centerline of the trailer located on or 

below the rear sill; or (5) an upper pair 

of brake-activated warning lamps (as 

described in (1) above and a lower pair 

of brake-activated warning lamps as 

described in (4) above). The same brakeactivated warning lamp options shall 

also be applicable to van body straight 

trucks. The brake-activated warning 

lamps shall be amber in color and act as 

a Class II strobe (pulsate) for up to 4 

seconds with each application of the 

brake, then steadily burn red for the 

duration of the time the brake circuit is 

activated. The brake-activated warning 

lamps are in addition to the steadyburning brake lamps required by the 

FMCSRs. 

The exemption will be valid for 5 

years unless rescinded earlier by 

FMCSA. The exemption will be 

rescinded if: (1) Motor carriers operating 

trailers and van body trucks fail to 

comply with the terms and conditions 

of the exemption; (2) the exemption has 

resulted in a lower level of safety than 

was maintained before it was granted; or 

(3) continuation of the exemption would 

not be consistent with the goals and 

objectives of 49 U.S.C. 31136(e) and 

31315(b). 

Interested parties possessing 

information that would demonstrate 

that motor carriers operating trailers and 

van body trucks allowed to install 

amber brake-activated pulsating 

warning lamps on the rear of trailers 

and van body trucks, in addition to the 

steady-burning brake lamps required by 

the FMCSRs, are not achieving the 

requisite statutory level of safety should 

immediately notify FMCSA. The 

Agency will evaluate any such 

information and, if safety is being 

compromised or if the continuation of 

the exemption is not consistent with 49 

U.S.C. 31136(e) and 31315(b), will take 

immediate steps to revoke the 

exemption. 

Preemption 

In accordance with 49 U.S.C. 

31313(d), as implemented by 49 CFR 

381.600, during the period this 

exemption is in effect, no State shall 

enforce any law or regulation applicable 

to interstate commerce that conflicts 


khammond on DSKJM1Z7X2PROD with NOTICES
Federal Register / Vol. 85, No. 235 / Monday, December 7, 2020 / Notices 78921 

with or is inconsistent with this 

exemption. States may, but are not 

required to, adopt the same exemption 

with respect to operations in intrastate 

commerce. 

James W. Deck, 

Deputy Administrator. 

[FR Doc. 2020–26772 Filed 12–4–20; 8:45 am] 

BILLING CODE 4910–EX–P 

DEPARTMENT OF TRANSPORTATION 

Maritime Administration 

[Docket No. MARAD–2020–0162] 

Requested Administrative Waiver of 

the Coastwise Trade Laws: Vessel THE 

GOOD LIFE (Motor Yacht); Invitation 

for Public Comments 

AGENCY: Maritime Administration, DOT. 

ACTION: Notice. 

SUMMARY: The Secretary of 

Transportation, as represented by the 

Maritime Administration (MARAD), is 

authorized to grant waivers of the U.S.- 

build requirements of the coastwise 

trade laws to allow the carriage of no 

more than twelve passengers for hire on 

vessels, which are three years old or 

more. A request for such a waiver has 

been received by MARAD. The vessel, 

and a brief description of the proposed 

service, is listed below. 

DATES: Submit comments on or before 

January 6, 2021. 

ADDRESSES: You may submit comments 

identified by DOT Docket Number 

MARAD–2020–0162 by any one of the 

following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Search 

MARAD–2020–0162 and follow the 

instructions for submitting comments. 

• Mail or Hand Delivery: Docket 

Management Facility is in the West 

Building, Ground Floor of the U.S. 

Department of Transportation. The 

Docket Management Facility location 

address is: U.S. Department of 

Transportation, MARAD–2020–0162, 

1200 New Jersey Avenue SE, West 

Building, Room W12–140, Washington, 

DC 20590, between 9 a.m. and 5 p.m., 

Monday through Friday, except on 

Federal holidays. 

Note: If you mail or hand-deliver your 

comments, we recommend that you 

include your name and a mailing 

address, an email address, or a 

telephone number in the body of your 

document so that we can contact you if 

we have questions regarding your 

submission. 

Instructions: All submissions received 

must include the agency name and 

specific docket number. All comments 

received will be posted without change 

to the docket at www.regulations.gov, 

including any personal information 

provided. For detailed instructions on 

submitting comments, see the section 

entitled Public Participation. 

FOR FURTHER INFORMATION CONTACT: 

Russell Haynes, U.S. Department of 

Transportation, Maritime 

Administration, 1200 New Jersey 

Avenue SE, Room W23–461, 

Washington, DC 20590. Telephone 202– 

366–3157, Email Russell.Haynes@

dot.gov. 

SUPPLEMENTARY INFORMATION: As 

described by the applicant the intended 

service of the vessel THE GOOD LIFE is: 

—Intended Commercial Use of Vessel: 

‘‘Occasional Charters’’ 

—Geographic Region Including Base of 

Operations: ‘‘Florida’’ (Base of 

Operations: Miami, FL) 

—Vessel Length and Type: 75′ Motor 

Yacht 

The complete application is available 

for review identified in the DOT docket 

as MARAD–2020–0162 at http://

www.regulations.gov. Interested parties 

may comment on the effect this action 

may have on U.S. vessel builders or 

businesses in the U.S. that use U.S.-flag 

vessels. If MARAD determines, in 

accordance with 46 U.S.C. 12121 and 

MARAD’s regulations at 46 CFR part 

388, that the issuance of the waiver will 

have an unduly adverse effect on a U.S.- 

vessel builder or a business that uses 

U.S.-flag vessels in that business, a 

waiver will not be granted. Comments 

should refer to the vessel name, state the 

commenter’s interest in the waiver 

application, and address the waiver 

criteria given in section 388.4 of 

MARAD’s regulations at 46 CFR part 

388. 

Public Participation 

How do I submit comments? 

Please submit your comments, 

including the attachments, following the 

instructions provided under the above 

heading entitled ADDRESSES. Be advised 

that it may take a few hours or even 

days for your comment to be reflected 

on the docket. In addition, your 

comments must be written in English. 

We encourage you to provide concise 

comments and you may attach 

additional documents as necessary. 

There is no limit on the length of the 

attachments. 

Where do I go to read public comments, 

and find supporting information? 

Go to the docket online at http://

www.regulations.gov., keyword search 

MARAD–2020–0162 or visit the Docket 

Management Facility (see ADDRESSES for 

hours of operation). We recommend that 

you periodically check the Docket for 

new submissions and supporting 

material. 

Will my comments be made available to 

the public? 

Yes. Be aware that your entire 

comment, including your personal 

identifying information, will be made 

publicly available. 

May I submit comments confidentially? 

If you wish to submit comments 

under a claim of confidentiality, you 

should submit three copies of your 

complete submission, including the 

information you claim to be confidential 

business information, to the Department 

of Transportation, Maritime 

Administration, Office of Legislation 

and Regulations, MAR–225, W24–220, 

1200 New Jersey Avenue SE, 

Washington, DC 20590. Include a cover 

letter setting forth with specificity the 

basis for any such claim and, if possible, 

a summary of your submission that can 

be made available to the public. 

Privacy Act 

In accordance with 5 U.S.C. 553(c), 

DOT solicits comments from the public 

to better inform its rulemaking process. 

DOT posts these comments, without 

edit, to www.regulations.gov, as 

described in the system of records 

notice, DOT/ALL–14 FDMS, accessible 

through www.dot.gov/privacy. To 

facilitate comment tracking and 

response, we encourage commenters to 

provide their name, or the name of their 

organization; however, submission of 

names is completely optional. Whether 

or not commenters identify themselves, 

all timely comments will be fully 

considered. If you wish to provide 

comments containing proprietary or 

confidential information, please contact 

the agency for alternate submission 

instructions. 

Authority: 49 CFR 1.93(a), 46 U.S.C. 55103, 

46 U.S.C. 12121. 

* * * * * 

Dated: December 2, 2020. 

By Order of the Maritime Administrator. 

T. Mitchell Hudson, Jr., 

Secretary, Maritime Administration. 

[FR Doc. 2020–26843 Filed 12–4–20; 8:45 am] 

BILLING CODE 4910–81–P 


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