20062 Federal Register / Vol. 80, No. 71 / Tuesday, April 14, 2015 / Notices 

under SUPPLEMENTARY INFORMATION. We 

published a Federal Register Notice 

with a 60-day public comment period 

on this information collection on 

August 28, 2014. We are required to 

publish this notice in the Federal 

Register by the Paperwork Reduction 

Act of 1995. 

DATES: Please submit comments by May 

14, 2015. 

ADDRESSES: You may send comments 

within 30 days to the Office of 

Information and Regulatory Affairs, 

Office of Management and Budget, 725 

17th Street NW., Washington, DC 20503, 

Attention DOT Desk Officer. You are 

asked to comment on any aspect of this 

information collection, including: (1) 

Whether the proposed collection is 

necessary for the FHWA’s performance; 

(2) the accuracy of the estimated 

burden; (3) ways for the FHWA to 

enhance the quality, usefulness, and 

clarity of the collected information; and 

(4) ways that the burden could be 

minimized, including the use of 

electronic technology, without reducing 

the quality of the collected information. 

All comments should include the 

Docket number FHWA–2015–0006. 

FOR FURTHER INFORMATION CONTACT: 

Rosemary Jones, 202–366–2042, Office 

of Real Estate Services, Federal Highway 

Administration, Department of 

Transportation, 1200 New Jersey Ave. 

SE., Washington, DC, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

SUPPLEMENTARY INFORMATION: 

Title: State Right-of-Way Operations 

Manuals. 

Background: It is the responsibility of 

each State Department of Transportation 

(State) to acquire, manage and dispose 

of real property in compliance with the 

legal requirements of State and Federal 

laws and regulations. Part of providing 

assurance of compliance is to describe 

in a right-of-way procedural (operations) 

manual the organization, policies and 

procedures of the State to such an extent 

that these guide State employees, local 

acquiring agencies, and contractors who 

acquire and manage real property that is 

used for a federally funded 

transportation project. Procedural 

manuals assure the FHWA that the 

requirements of the Uniform Relocation 

Assistance and Real Property 

Acquisition Policies Act (Uniform Act) 

will be met. The State responsibility to 

prepare and maintain an up-to-date 

right-of-way procedural manual is set 

out in 23 CFR 710.201(c). Due to the 

amending of 23 CFR 710 regulations, a 

lengthy and in-depth update of each 

manual will be required. The revisions 

are prompted by enactment of the 

Moving Ahead for Progress in the 21st 

Century Act (MAP–21). The regulation 

allows States flexibility in determining 

how to meet the manual requirement. 

This flexibility allows States to prepare 

manuals in the format of their choosing, 

to the level of detail necessitated by 

State complexities. Each State decides 

how it will provide service to 

individuals and businesses affected by 

Federal or federally-assisted projects, 

while at the same time reducing the 

burden of government regulation. States 

are required to update manuals to reflect 

changes in Federal requirements for 

programs administered under Title 23 

U.S.C. The State manuals may be 

submitted to FHWA electronically or 

made available by posting on the State 

Web site. 

Respondents: 52 State Departments of 

Transportation, including the District of 

Columbia and Puerto Rico. 

Frequency: A one-time collection due 

to regulatory revisions. Then States 

update their manuals on an annually 

basis and certify every 5 years. 

Estimated Average Burden per 

Response: 225 hours per respondent. 

Estimated Total Annual Burden 

Hours: 225 hours for each of the 52 State 

Departments of Transportation. 

The total is 11,700 burden hours. 

Authority: The Paperwork Reduction Act 

of 1995; 44 U.S.C. Chapter 35, as amended; 

and 49 CFR 1.48. 

Dated: April 8, 2015. 

Michael Howell, 

Information Collection Officer. 

[FR Doc. 2015–08503 Filed 4–13–15; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

Petition for Exemption From the 

Vehicle Theft Prevention Standard; 

Mercedes-Benz Usa, LLC 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Grant of petition for exemption. 

SUMMARY: This document grants in full 

the Mercedes-Benz USA, LLC’s 

(MBUSA) petition for an exemption of 

the smart Line Chassis vehicle line in 

accordance with 49 CFR part 543, 

Exemption from Vehicle Theft 

Prevention Standard. This petition is 

granted because the agency has 

determined that the antitheft device to 

be placed on the line as standard 

equipment is likely to be as effective in 

reducing and deterring motor vehicle 

theft as compliance with the partsmarking requirements of 49 CFR part 

541, Federal Motor Vehicle Theft 

Prevention Standard (Theft Prevention 

Standard). 

DATES: The exemption granted by this 

notice is effective beginning with the 

2016 model year (MY). 

FOR FURTHER INFORMATION CONTACT: Ms. 

Deborah Mazyck, Office of International 

Policy, Fuel Economy, and Consumer 

Programs, NHTSA, W43–443, 1200 New 

Jersey Avenue SE., Washington, DC 

20590. Ms. Mazyck’s phone number is 

(202) 366–4139. Her fax number is (202) 

493–2990. 

SUPPLEMENTARY INFORMATION: In a 

petition dated December 17, 2014, 

MBUSA requested an exemption from 

the parts-marking requirements of the 

Theft Prevention Standard for the 

Mercedes-Benz smart Line Chassis 

vehicle line beginning with MY 2016. 

The petition requested an exemption 

from parts-marking pursuant to 49 CFR 

part 543, Exemption from Vehicle Theft 

Prevention Standard, based on the 

installation of an antitheft device as 

standard equipment for the entire 

vehicle line. 

Under 49 CFR 543.5(a), a 

manufacturer may petition NHTSA to 

grant an exemption for one vehicle line 

per model year. In its petition, MBUSA 

provided a detailed description and 

diagram of the identity, design, and 

location of the components of the 

antitheft device for the smart Line 

Chassis vehicle line which includes the 

smart fortwo vehicle. MBUSA stated 

that its MY 2016 smart Line Chassis 

vehicle line will be equipped with its 

passive, transponder-based ignition 

immobilizer (FBS III/FBS IV) antitheft 

device and an access code-protected 

locking system as standard equipment. 

Key components of the immobilizer 

antitheft device will include the 

immobilizer, transmitter key, electronic 

ignition starter switch control unit (EIS), 

the body control module (ECM), and the 

engine control module (ECU). MBUSA 

stated that its immobilizer device is an 

interlinked system of control units 

which collectively perform the 

immobilizer function. The interlinked 

system includes the engine, EIS, 

transmitter key, ECU and ECM 

(including the fuel injection system) 

which independently calculates and 

matches a unique code. MBUSA stated 

that it is impossible to read the code 

from the vehicle in order to defeat the 

system. If a relevant query from the 

vehicle to the transmitter key is valid, 

operation of the vehicle will be 

authorized. MBUSA further stated that 

it will offer an audible and visible alarm 


asabaliauskas on DSK5VPTVN1PROD with NOTICES
Federal Register / Vol. 80, No. 71 / Tuesday, April 14, 2015 / Notices 20063 

system as optional equipment on the 

line to detect unauthorized vehicle 

entry. MBUSA’s submission is 

considered a complete petition as 

required by 49 CFR 543.7, in that it 

meets the general requirements 

contained in § 543.5 and the specific 

content requirements of § 543.6. 

MBUSA stated that the antitheft 

device is deactivated when the 

transmitter key has been inserted in the 

EIS and energy is transferred to the key 

to verify drive authorization. 

Verification of the correct key is 

transmitted over an infrared link 

between the key and the EIS. If the 

authentication check has recognized the 

correct key, the EIS will allow the key 

to be turned to the ‘‘Start Engine’’ 

position. MBUSA stated that when the 

key then reaches the ‘‘Ignition on’’ 

position, the authentication sequence in 

the ECM and ECU will start. The ECM 

then receives authorization from the EIS 

following authentication verification. 

MBUSA further stated that if the values 

from the authentication are identical, 

the ECM will authorize the start and 

operation of the vehicle will be allowed. 

Activation of the device occurs 

automatically when the key is removed 

from the ignition switch. Once 

activated, only a valid key with the 

correct code inserted into the ignition 

switch will disable immobilization and 

allow the vehicle to start and operate. 

MBUSA further stated that no other 

action by the operator other than 

turning the key is required to activate or 

deactivate the immobilizer. 

In its submission, MBUSA stated that 

a locking/unlocking feature is also 

incorporated into the device. An 

encoded data exchange between the 

transmitter key and the vehicle’s central 

controller for the lock/unlock feature 

(ECM) is carried out by radio signal. 

When an unlocking signal from the 

remote key sends a permanent and 

rolling code message to the vehicle’s 

central ECU, the device will compare 

the permanent code with the stored 

code in the ECM. If the permanent codes 

match, the rolling codes are then 

compared. MBUSA stated that if both 

codes match, the locking system will 

unlock the doors, tailgate and fuel filler 

cover. 

In addressing the specific content 

requirements of § 543.6, MBUSA 

provided information on the reliability 

and durability of its proposed device. 

To ensure reliability and durability of 

the device, MBUSA conducted tests 

based on its own specified standards. 

MBUSA provided a detailed list of the 

tests conducted and believes that the 

device is reliable and durable since it 

complied with its own specified 

requirements for each test. MBUSA also 

conducted performance tests based on 

the Economic Commission for Europe’s 

(ECE) specified standards. MBUSA 

provided a detailed list of the tests 

conducted and believes that the 

immobilizer device offered on the smart 

Line Chassis vehicle line is reliable and 

durable because the device complied 

with the specified requirements for each 

test. 

MBUSA also stated that it believes 

that the immobilizer device offered on 

the smart Line Chassis vehicle line will 

be at least as effective as compliance 

with the parts-marking requirements of 

the theft prevention standard and as 

effective in deterring theft as it has been 

on other MBUSA vehicle lines that have 

been equipped with an antitheft device, 

as demonstrated by the low theft rate 

history of MBUSA vehicles. MBUSA 

stated that its proposed device is also 

functionally equivalent to the antitheft 

devices installed on the Mercedes-Benz 

S-Class, E-Class, C-Class, SLK-Class, SLClass and NGCC Chassis vehicles, 

which the agency has exempted from 

the parts-marking requirements 

beginning with MYs 2006, 2007, 2008, 

2009, 2011, and 2014 respectively. 

MBUSA also referenced theft rate data 

published by the agency comparing its 

proposed device to antitheft devices 

already installed in the BMW MINI, 

Honda Fit and Toyota Scion xB vehicle 

lines. MBUSA stated that theft data 

published by the agency show that the 

average theft rate for the BMW MINI 

Cooper with an immobilizer device was 

0.4422 in MY/CY 2010 and 0.3413 in 

MY/CY 2012. MBUSA also referenced 

theft rate data published by the agency 

for the Honda Fit and Toyota Scion xB 

vehicle lines (with immobilizers) which 

showed a theft rate of 0.3118 and 0.2167 

(MY/CYs 2011 and 2012) for the Honda 

Fit and 1.1553 and 0.5110 (MY/CYs 

2011 and 2012) for the Toyota Scion xB 

respectively. MBUSA stated that it 

believes that this data also indicates that 

the immobilizer device was effective in 

contributing to an average reduction of 

22.8%, 30.5%, and 47.7% reduction in 

the theft rate of the BMW MINI Cooper, 

Honda Fit and Toyota Scion xB, 

respectively. MBUSA also stated it 

believes that the data indicates the 

immobilizer device was effective in 

contributing to an average reduction of 

29.9% in the theft rate for the SL-Line 

Chassis when theft rates for the vehicle 

line dropped from 1.4170 (CY 2005) to 

1.0460 (CY 2007). 

Based on the supporting evidence 

submitted by MBUSA on its device, the 

agency believes that the device is 

substantially similar to devices installed 

in other vehicle lines for which the 

agency has already granted exemptions 

and that the antitheft device for the 

smart Line Chassis vehicle line is likely 

to be as effective in reducing and 

deterring motor vehicle theft as 

compliance with the parts-marking 

requirements of the Theft Prevention 

Standard (49 CFR 541). 

Pursuant to 49 U.S.C. 33106 and 49 

CFR 543.7 (b), the agency grants a 

petition for exemption from the partsmarking requirements of Part 541, either 

in whole or in part, if it determines that, 

based upon substantial evidence, the 

standard equipment antitheft device is 

likely to be as effective in reducing and 

deterring motor vehicle theft as 

compliance with the parts-marking 

requirements of Part 541. The agency 

finds that MBUSA has provided 

adequate reasons for its belief that the 

antitheft device for the MBUSA smart 

vehicle line is likely to be as effective 

in reducing and deterring motor vehicle 

theft as compliance with the partsmarking requirements of the Theft 

Prevention Standard (49 CFR part 541). 

This conclusion is based on the 

information MBUSA provided about its 

antitheft device. 

The agency concludes that the device 

will provide four of the five types of 

performance listed in § 543.6(a)(3): 

Promoting activation; preventing defeat 

or circumvention of the device by 

unauthorized persons; preventing 

operation of the vehicle by 

unauthorized entrants; and ensuring the 

reliability and durability of the device. 

For the foregoing reasons, the agency 

hereby grants in full MBUSA’s petition 

for exemption for the MBUSA smart 

Line Chassis vehicle line from the partsmarking requirements of 49 CFR part 

541. The agency notes that 49 CFR part 

541, Appendix A–1, identifies those 

lines that are exempted from the Theft 

Prevention Standard for a given model 

year. 49 CFR part 543.7(f) contains 

publication requirements incident to the 

disposition of all Part 543 petitions. 

Advanced listing, including the release 

of future product nameplates, the 

beginning model year for which the 

petition is granted and a general 

description of the antitheft device is 

necessary in order to notify law 

enforcement agencies of new vehicle 

lines exempted from the parts-marking 

requirements of the Theft Prevention 

Standard. 

If MBUSA decides not to use the 

exemption for this line, it must formally 

notify the agency. If such a decision is 

made, the line must be fully marked 

according to the requirements under 49 

CFR parts 541.5 and 541.6 (marking of 

major component parts and replacement 

parts). 


asabaliauskas on DSK5VPTVN1PROD with NOTICES
20064 Federal Register / Vol. 80, No. 71 / Tuesday, April 14, 2015 / Notices 

NHTSA notes that if MBUSA wishes 

in the future to modify the device on 

which this exemption is based, the 

company may have to submit a petition 

to modify the exemption. Part 543.7(d) 

states that a Part 543 exemption applies 

only to vehicles that belong to a line 

exempted under this part and equipped 

with the antitheft device on which the 

line’s exemption is based. Further, Part 

543.9(c)(2) provides for the submission 

of petitions ‘‘to modify an exemption to 

permit the use of an antitheft device 

similar to but differing from the one 

specified in that exemption.’’ 

The agency wishes to minimize the 

administrative burden that Part 

543.9(c)(2) could place on exempted 

vehicle manufacturers and itself. The 

agency did not intend in drafting Part 

543 to require the submission of a 

modification petition for every change 

to the components or design of an 

antitheft device. The significance of 

many such changes could be de 

minimis. Therefore, NHTSA suggests 

that if the manufacturer contemplates 

making any changes, the effects of 

which might be characterized as de 

minimis, it should consult the agency 

before preparing and submitting a 

petition to modify. 

Under authority delegated in 49 CFR part 

1.95. 

Raymond R. Posten, 

Associate Administrator for Rulemaking. 

[FR Doc. 2015–08491 Filed 4–13–15; 8:45 am] 

BILLING CODE 4910–59–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

[Docket No. NHTSA–2012–0084] 

Data Modernization Sampling 

Information 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Announcement of webinar. 

SUMMARY: NHTSA has redesigned the 

National Automotive Sampling System 

(NASS). Through this notice, NHTSA is 

announcing a public webinar to provide 

information about the two new surveys 

that will replace NASS: Crash Report 

Sampling System (CRSS) and Crash 

Investigation Sampling System (CISS). 

NHTSA will describe the samples 

designs and answer questions related to 

the samples. The webinar will be 

available via the web and requires 

internet access. 

DATES: NHTSA will hold the webinar on 

April 29, 2015, from 1:30 p.m. to 3:00 

p.m., EDT. The presentation will be 

available through internet access only 

via the web. NHTSA will post specific 

information on how to participate via 

the Internet on the NHTSA Web site at 

www.nhtsa.gov one week before the 

event. 

FOR FURTHER INFORMATION CONTACT: For 

information concerning the webinar or 

access via the Internet, please contact 

Raj Subramanian, National Center for 

Statistics and Analysis, NHTSA 

(telephone: 202–366–3365 or email: 

raj.subramanian@dot.gov). 

SUPPLEMENTARY INFORMATION: The 

webinar will allow interested persons to 

learn more about NHTSA’s newly 

designed nationally representative 

samples that will replace NASS. 

Background 

NHTSA is undertaking a 

modernization effort to upgrade the 

National Automotive Sampling System 

(NASS) by improving the information 

technology infrastructure, updating and 

prioritizing the data collected, 

reselecting the sample sites and sample 

sizes, re-examining the electronic 

formats in which the crash data files are 

made available to the public, and 

improving data collection methods and 

quality control procedures, among other 

activities. This project is called the Data 

Modernization (DataMod) Project. 

NASS collects crash data on a 

nationally representative sample of 

police-reported motor vehicle traffic 

crashes and related injuries. NASS data 

are used by Federal, State, and local 

government agencies, as well as by 

industry and academia in the U.S. and 

around the world. The data enable 

stakeholders to make informed 

regulatory, program, and policy 

decisions regarding vehicle design and 

traffic safety. The NASS system 

currently has two components: The 

General Estimates System (GES) and the 

Crashworthiness Data System (CDS). 

While the GES captures information on 

all types of traffic crashes, the CDS 

focuses on more severe crashes 

involving passenger vehicles to better 

document the consequences to vehicles 

and occupants in crashes—i.e., 

crashworthiness. 

NASS was originally designed in the 

1970’s, and has not received significant 

revision since that time with regard to 

the type of data collected and the sites 

for data collection. Over the last three 

decades NHTSA understands that the 

scope of traffic safety studies has 

expanded and the data needs of the 

transportation community have 

increased and significantly changed. In 

addition, the distribution of the U.S. 

population has shifted over the past four 

decades, and there is a growing need for 

the collection of information that 

addresses issues of crash avoidance. 

Recognizing the importance of this data, 

NHTSA is pursuing the DataMod Project 

to enhance the quality of the data 

collected and the overall effectiveness of 

the NASS. 

As part of the Data Modernization 

project, NHTSA has redesigned the 

NASS. It will be replaced with two new 

surveys: 

• CRSS will be a records-based data 

collection system similar to the current 

GES and will continue to provide the 

annual, nationally representative 

estimates of police-reported motor 

vehicle crashes overall. In addition, 

CRSS will provide estimates by type of 

vehicle, and for a broad range of vehicle 

and crash characteristics that are needed 

to fully describe current highway safety 

and to track motor vehicle crash trends. 

• CISS is an investigation-based 

system similar to the current CDS and 

will collect accurate, detailed 

information about a nationally 

representative selection of passenger 

vehicle crashes that involve a passenger 

vehicle towed from the crash scene. 

Researchers will investigate crashes a 

few days after the crash gathering 

information from a variety of sources: 

crash site inspection, vehicle 

inspections, interviews, medical records 

and others. CISS will have enhanced 

pre-crash data and data on the presence 

and use of crash avoidance 

technologies. 

Information on the current NASS 

sample, coding instructions, and 

descriptive materials can be reviewed 

on NHTSA’s Web site at: http://

nhtsa.gov/NASS. Information on the 

Data modernization project and the 

report to Congress on NHTSA’s Review 

of the National Automotive Sample 

System can be reviewed at: http://

www.nhtsa.gov/NCSA. 

Public Webinar 

NHTSA is hosting a public webinar to 

inform vehicle manufacturers and 

suppliers, the medical community, 

researchers, safety advocates and the 

general public about the new sample 

designs for CRSS and CISS. NHTSA will 

present a technical overview of the new 

sample designs covering the following 

topics: 

Draft Topics 

1. Welcome and Opening Remarks 

2. Webinar Outline 

3. Data Modernization 

a. MAP–21 

b. Data Needs 

4. Sample Redesign: Why and How? 


asabaliauskas on DSK5VPTVN1PROD with NOTICES