Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 9185 

Article 9. General Provisions 

18 AAC 50.990. Definitions (effective 1/18/ 

97) 

* * * * * 

[FR Doc. E9–4465 Filed 3–2–09; 8:45 am] 

BILLING CODE 6560–50–P 

FEDERAL COMMUNICATIONS 

COMMISSION 

47 CFR Part 73 

[DA 08–2088; MB Docket No. 08–149; RM– 

11475] 

Television Broadcasting Services; 

Columbus, GA 

AGENCY: Federal Communications 

Commission. 

ACTION: Dismissal. 

SUMMARY: The Commission, at the 

request of petitioner Georgia Public 

Telecommunications Commission 

(‘‘GPTC’’), permittee of noncommercial 

educational station WJSP–DT, DTV 

channel *23, Columbus, Georgia, 

dismisses GPTC’s pending petition for 

rulemaking to substitute DTV channel 

*11 for post-transition DTV channel *23 

at Columbus. 

FOR FURTHER INFORMATION CONTACT: 

Adrienne Y. Denysyk, Media Bureau, 

(202) 418–1600. 

SUPPLEMENTARY INFORMATION: This is a 

synopsis of the Commission’s Order, 

MB Docket No. 08–149, adopted 

September 10, 2008, and released 

September 10, 2008. The full text of this 

document is available for public 

inspection and copying during normal 

business hours in the FCC’s Reference 

Information Center at Portals II, CY– 

A257, 445 12th Street, SW., 

Washington, DC 20554. This document 

will also be available via ECFS (http:// 

www.fcc.gov/cgb/ecfs/). (Documents 

will be available electronically in ASCII, 

Word 97, and/or Adobe Acrobat.) This 

document may be purchased from the 

Commission’s duplicating contractor, 

Best Copy and Printing, Inc., 445 12th 

Street, SW., Room CY–B402, 

Washington, DC 20554, telephone 1– 

800–478–3160 or via e-mail http:// 

www.BCPIWEB.com. To request this 

document in accessible formats 

(computer diskettes, large print, audio 

recording, and Braille), send an e-mail 

to fcc504@fcc.gov or call the 

Commission’s Consumer and 

Governmental Affairs Bureau at (202) 

418–0530 (voice), (202) 418–0432 

(TTY). This document does not contain 

information collection requirements 

subject to the Paperwork Reduction Act 

of 1995, Public Law 104–13. In addition, 

therefore, it does not contain any 

information collection burden ‘‘for 

small business concerns with fewer than 

25 employees,’’ pursuant to the Small 

Business Paperwork Relief Act of 2002, 

Public Law 107–198, see 44 U.S.C. 

3506(c)(4). Provisions of the Regulatory 

Flexibility Act of 1980 do not apply to 

this proceeding. 

This document is not subject to the 

Congressional Review Act. (The 

Commission, is, therefore, not required 

to submit a copy of this Order to the 

Government Accountability Office, 

pursuant to the Congressional Review 

Act, see 5 U.S.C. 801(a)(1)(A) since this 

proposed rule is dismissed, herein.) 

Federal Communications Commission. 

Clay C. Pendarvis, 

Associate Chief, Video Division, Media 

Bureau. 

[FR Doc. E9–4486 Filed 3–2–09; 8:45 am] 

BILLING CODE 6712–01–P 

FEDERAL COMMUNICATIONS 

COMMISSION 

47 CFR Part 73 

[DA 09–409; MB Docket No. 08–233; RM– 

11505] 

Television Broadcasting Services; 

Waco, TX 

AGENCY: Federal Communications 

Commission. 

ACTION: Dismissal. 

SUMMARY: The Commission, at the 

request of petitioner Comcorp of Texas 

License Corp. (‘‘Comcorp’’), the 

permittee of post-transition DTV 

channel 44, Waco, Texas, dismisses 

Comcorp’s pending petition for 

rulemaking to substitute DTV channel 

25 for post-transition DTV channel 44 at 

Waco. 

FOR FURTHER INFORMATION CONTACT: 

Adrienne Y. Denysyk, Media Bureau, 

(202) 418–1600. 

SUPPLEMENTARY INFORMATION: This is a 

synopsis of the Commission’s Order, 

MB Docket No. 08–233, adopted 

February 19, 2009, and released 

February 20, 2009. The full text of this 

document is available for public 

inspection and copying during normal 

business hours in the FCC’s Reference 

Information Center at Portals II, CY– 

A257, 445 12th Street, SW., 

Washington, DC, 20554. This document 

will also be available via ECFS (http:// 

www.fcc.gov/cgb/ecfs/). (Documents 

will be available electronically in ASCII, 

Word 97, and/or Adobe Acrobat.) This 

document may be purchased from the 

Commission’s duplicating contractor, 

Best Copy and Printing, Inc., 445 12th 

Street, SW., Room CY-B402, 

Washington, DC 20554, telephone 1– 

800–478–3160 or via e-mail http:// 

www.BCPIWEB.com. To request this 

document in accessible formats 

(computer diskettes, large print, audio 

recording, and Braille), send an e-mail 

to fcc504@fcc.gov or call the 

Commission’s Consumer and 

Governmental Affairs Bureau at (202) 

418–0530 (voice), (202) 418–0432 

(TTY). This document does not contain 

information collection requirements 

subject to the Paperwork Reduction Act 

of 1995, Public Law 104–13. In addition, 

therefore, it does not contain any 

information collection burden ‘‘for 

small business concerns with fewer than 

25 employees,’’ pursuant to the Small 

Business Paperwork Relief Act of 2002, 

Public Law 107–198, see 44 U.S.C. 

3506(c)(4). Provisions of the Regulatory 

Flexibility Act of 1980 do not apply to 

this proceeding. 

This document is not subject to the 

Congressional Review Act. (The 

Commission, is, therefore, not required 

to submit a copy of this Order to the 

Government Accountability Office, 

pursuant to the Congressional Review 

Act, see 5 U.S.C. 801(a)(1)(A) since this 

proposed rule is dismissed, herein.) 

Federal Communications Commission. 

Clay C. Pendarvis 

Associate Chief, Video Division, Media 

Bureau. 

[FR Doc. E9–4484 Filed 3–2–09; 8:45 am] 

BILLING CODE 6712–01–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

49 CFR Parts 531 and 533 

[Docket No. NHTSA–2009–0042] 

Passenger Car Average Fuel Economy 

Standards—Model Years 2008–2020; 

Light Truck Average Fuel Economy 

Standards—Model Years 2008–2020; 

Request for Product Plan Information 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Request for comments. 

SUMMARY: The purpose of this request 

for comments is to acquire new and 

updated information regarding vehicle 

manufacturers’ future product plans to 

assist the agency in assessing what 

corporate average fuel economy (CAFE) 

standards should be established for 

model years 2012 through 2016 


rwilkins on PROD1PC63 with PROPOSALS
9186 Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 

1A copy of the President’s memorandum is 

available at http://www.whitehouse.gov/the_

press_office/The_Energy_Independence_and

_Security_Act_of_2007/ (last accessed Feb. 13, 

2009). 

passenger cars and light trucks. The 

establishment of those standards is 

required by the Energy Policy and 

Conservation Act, as amended by the 

Energy Independence and Security Act 

(EISA) of 2007, Public Law 110–140. 

DATES: Comments must be received on 

or before May 4, 2009. 

ADDRESSES: You may submit comments 

[identified by Docket No. NHTSA– 

2009–0042] by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

online instructions for submitting 

comments. 

Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590. 

• Hand Delivery or Courier: West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., between 

9 a.m. and 5 p.m. ET, Monday through 

Friday, except Federal holidays. 

Telephone: 1–800–647–5527. 

• Fax: 202–493–2251 

Instructions: All submissions must 

include the agency name and docket 

number for this proposed collection of 

information. Note that all comments 

received will be posted without change 

to http://www.regulations.gov, including 

any personal information provided. 

Please see the Privacy Act heading 

below. 

Privacy Act: Anyone is able to search 

the electronic form of all comments 

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 (65 FR 

19477–78) or you may visit http:// 

www.dot.gov/privacy.html. 

Docket: For access to the docket to 

read background documents or 

comments received, go to http:// 

www.regulations.gov and follow the 

online instructions, or visit the Docket 

Management Facility at the street 

address listed above. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Peter Feather, Fuel Economy Division 

Chief, Office of International Policy, 

Fuel economy and Consumer Programs, 

at (202) 366–0846, facsimile (202) 493– 

2290, electronic mail 

peter.feather@dot.gov. For legal issues, 

call Ms. Rebecca Yoon, Office of the 

Chief Counsel, at (202) 366–2992. 

SUPPLEMENTARY INFORMATION: 

I. Introduction 

NHTSA has been issuing Corporate 

Average Fuel Economy (CAFE) 

standards since the late 1970’s under 

the Energy Policy and Conservation Act 

(EPCA). The CAFE program conserves 

petroleum, a non-renewable energy 

source, saves consumers money, and 

promotes energy independence and 

security by reducing dependence on 

foreign oil. It also reduces carbon 

dioxide (CO2) emissions from the 

tailpipes of new motor vehicles and 

thus climate change. 

The Energy Independence and 

Security Act (EISA) amended EPCA by 

mandating that model year (MY) 2011– 

2020 standards be set to ensure that the 

industry-wide average of all new 

passenger cars and light trucks, 

combined, is at least 35 miles per gallon 

(mpg) by MY 2020. This is a minimum 

requirement, as NHTSA must set 

standards at the maximum feasible level 

in each model year. NHTSA will 

determine, based on all of the relevant 

circumstances, whether that calls for 

establishing standards that reach the 35 

mpg goal earlier than MY 2020. 

EISA also mandated that the CAFE 

standards be based on one or more 

vehicle attribute. For example, sizebased (i.e., size-indexed) standards 

assign higher fuel economy targets to 

smaller vehicles and lower ones to 

larger vehicles. The fleet wide average 

fuel economy that a particular 

manufacturer must achieve depends on 

the size mix of its fleet. This approach 

ensures that all manufacturers will be 

required to incorporate fuel-saving 

technologies across a broad range of 

their passenger car and light truck fleets. 

NHTSA proposed in April 2008 to 

begin implementing EISA by 

establishing CAFE standards for MYs 

2011–2015. In a January 26, 2009 

memorandum, the President requested 

NHTSA to divide its rulemaking into 

two parts. First, he requested that the 

agency issue a final rule adopting CAFE 

standards for MY 2011 only, and do so 

by March 30, 2009 in order to comply 

with EPCA, which requires that a final 

rule establishing fuel economy 

standards for a model year be adopted 

at least 18 months before the beginning 

of the model year (49 U.S.C. 32902(a)). 

The agency is working to issue a final 

rule for MY 2011 in accordance with 

that schedule. 

Second, the President requested that 

NHTSA establish standards for MY 2012 

and later after considering the 

appropriate legal factors, the comments 

filed in response to the May 2008 

proposal, the relevant technological and 

scientific considerations, and, to the 

extent feasible, a forthcoming report by 

the National Academy of Sciences, 

mandated under section 107 of EISA, 

assessing the costs and effectiveness of 

existing and potential automotive 

technologies that can practicably used 

to improve fuel economy.1

To assist the agency in analyzing 

potential CAFE standards for MYs 2012 

through 2016, NHTSA is requesting 

updated future product plans from 

vehicle manufacturers, as well as 

production data through the recent past, 

including data about engines and 

transmissions for MY 2008 through MY 

2020 passenger cars and light trucks and 

the assumptions underlying those plans. 

NHTSA requests information for MYs 

2008–2020 to aid NHTSA in developing 

a realistic forecast of the MY 2012–2016 

vehicle market. Information regarding 

earlier model years may help the agency 

to better account for cumulative effects 

such as volume- and time-based 

reductions in costs, and also may help 

to reveal product mix and technology 

application trends during model years 

for which the agency is currently 

receiving actual CAFE compliance data. 

Information regarding later model years 

helps the agency gain a better 

understanding of how manufacturers’ 

plans through MY 2016 relate to their 

longer-term expectations regarding EISA 

requirements, market trends, and 

prospects for more advanced 

technologies (such as HCCI engines, and 

plug-in hybrid, electric, and fuel cell 

vehicles, among others). NHTSA will 

also consider information from model 

years before and after MYs 2012–2016 

when reviewing manufacturers’ planned 

schedules for redesigning and 

freshening their products, in order to 

examine how manufacturers anticipate 

tying technology introduction to 

product design schedules. In addition, 

the agency is requesting information 

regarding manufacturers’ estimates of 

the future vehicle population, and fuel 

economy improvements and 

incremental costs attributed to 

technologies reflected in those plans. 

The request for information is detailed 

in appendices to this notice. NHTSA 

has also included a number of questions 

directed primarily toward vehicle 

manufacturers. They can be found in 

Appendix A to this notice. Answers to 

those questions will assist the agency in 

its analysis. 

Given the importance that responses 

to this request for comment may have in 

NHTSA’s upcoming CAFE rulemaking, 


rwilkins on PROD1PC63 with PROPOSALS
Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 9187 

2Links to these business plans may be found at 

http://financialservices.house.gov/ 

autostabilization.html (last accessed February 13, 

2008). 

3Chrysler’s submission to the Treasury 

Department is available at http://www.treasury.gov/ 

initiatives/eesa/agreements/auto-reports/ 

ChryslerRestructuringPlan.pdf (last accessed Feb. 

19, 2009), and GM’s submission to the Treasury 

Department is available at http://www.treasury.gov/ 

initiatives/eesa/agreements/auto-reports/ 

GMRestructuringPlan.pdf (last accessed Feb. 19, 

2009). 

either as part of the basis for the 

proposed standards or as an 

independent check on them, NHTSA 

intends to review carefully and 

critically all data provided by 

commenters. It is crucial that 

commenters fully respond to each 

question, particularly by providing 

information regarding the basis for 

technology costs and effectiveness 

estimates. Additionally, the agency 

notes that, in connection with recent 

deliberations regarding federal 

assistance to the industry, some 

manufacturers submitted short business 

plans to Congress in December 2008 2

and restructuring plans to the Treasury 

Department in February 2009,3 and that 

some statements in these plans suggest 

that manufacturers’ product plans may 

have changed considerably since 

NHTSA last received detailed 

confidential product plans in July 2008. 

In light of these statements, and in light 

of the current uncertainty surrounding 

the auto industry, NHTSA will closely 

review the product plans submitted in 

response to today’s request. We will 

carefully assess any significant apparent 

discrepancies between submitted 

product plans and manufacturers’ 

public statements. 

To facilitate the submission of 

comments and to help ensure the 

conformity of data received regarding 

manufacturers’ product plans from MY 

2008 through MY 2020, NHTSA has 

developed spreadsheet templates for 

manufacturers’ use. The uniformity 

provided by these spreadsheets is 

intended to aid and expedite our 

review, integration, and analysis of the 

information provided. These templates 

are the agency’s strongly preferred 

format for data submittal, and can be 

found on the Volpe National 

Transportation Systems Center (Volpe 

Center) Web site at ftp:// 

ftpserver.volpe.dot.gov/pub/CAFE/ 

templates/ or can be requested from Mr. 

Peter Feather at peter.feather@dot.gov. 

The templates include an automated 

tool (i.e., a macro) that performs some 

auditing to identify missing or 

potentially erroneous entries. The 

appendices to this document also 

include sample tables that 

manufacturers may refer to when 

submitting their data to the agency. 

In addition, NHTSA would like to 

note that we will share the information 

submitted in response to this notice 

with the Environmental Protection 

Agency (EPA). This sharing will 

facilitate our consideration of the 

appropriate factors to be used in 

establishing fuel economy standards for 

MY 2012 and beyond. We will ensure 

that confidential information that is 

shared is protected from disclosure in 

accordance with NHTSA’s practices in 

this area. 

II. Submission of Comments 

How Do I Prepare and Submit 

Comments? 

Comments should be submitted using 

the spreadsheet template described 

above. Please include the docket 

number of this document in your 

comments. Please submit two copies of 

your comments, including the 

attachments, to Docket Management at 

the address given above under 

ADDRESSES. Comments may also be 

submitted to the docket electronically 

by logging onto http:// 

www.regulations.gov. Click on ‘‘How to 

Use This Site’’ and then ‘‘User Tips’’ to 

obtain instructions for filing the 

document electronically. 

How Can I Be Sure That My Comments 

Were Received? 

If you wish Docket Management to 

notify you upon its receipt of your 

comments, enclose a self-addressed, 

stamped postcard in the envelope 

containing your comments. Upon 

receiving your comments, Docket 

Management will return the postcard by 

mail. 

How Do I Submit Confidential Business 

Information? 

If you wish to submit any information 

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 Chief 

Counsel, NHTSA, at the address given 

above under FOR FURTHER INFORMATION

CONTACT. In addition, you should 

submit a copy from which you have 

deleted the claimed confidential 

business information to the docket. 

When you send a comment containing 

information claimed to be confidential 

business information, you should 

include a cover letter setting forth the 

information specified in our 

confidential business information 

regulation. (49 CFR Part 512.) 

Will the Agency Consider Late 

Comments? 

We will consider all comments that 

Docket Management receives before the 

close of business on the comment 

closing date indicated above under 

DATES. Due to the time frame of the 

upcoming rulemaking, we will be very 

limited in our ability to consider 

comments filed after the comment 

closing date. If a comment is received 

too late for us to consider it in 

developing a final rule, we will consider 

that comment as an informal suggestion 

for future rulemaking action. 

How Can I Read the Comments 

Submitted by Other People? 

You may read the comments received 

by Docket Management at the address 

given above under ADDRESSES. The 

hours of the Docket are indicated above 

in the same location. You may also see 

the comments on the Internet. To read 

the comments on the Internet, take the 

following steps: 

(1) Go to http://www.regulations.gov. 

(2) On that page, in the field marked 

‘‘search,’’ type in the docket number 

provided at the top of this document. 

(3) The next page will contain results 

for that docket number; it may help you 

to sort by ‘‘Date Posted: Oldest to 

Recent.’’ 

(4) On the results page, click on the 

desired comments. You may download 

the comments. However, since the 

comments are imaged documents, 

instead of word processing documents, 

the downloaded comments may not be 

word searchable. 

Please note that even after the 

comment closing date, we will continue 

to file relevant information in the 

Docket as it becomes available. 

Accordingly, we recommend that you 

periodically check the Docket for new 

material. 

Anyone is able to search the 

electronic form of all comments 

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) or you 

may visit http://www.dot.gov/ 

privacy.html. 

Authority: 49 U.S.C. 32902; delegation of 

authority at 49 CFR 1.50. 


rwilkins on PROD1PC63 with PROPOSALS
9188 Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 

Issued on: February 26, 2009. 

Stephen R. Kratzke, 

Associate Administrator for Rulemaking. 

Appendix A 

I. Definitions 

As used in these appendices— 

1. ‘‘Automobile,’’ ‘‘fuel economy,’’ 

‘‘manufacturer,’’ and ‘‘model year (MY),’’ 

have the meaning given them in Section 

32901 of Chapter 329 of Title 49 of the 

United States Code, 49 U.S.C. 32901. 

2. ‘‘Basic engine’’ has the meaning given in 

40 CFR 600.002–93(a)(21). 

3. ‘‘Cargo-carrying volume,’’ ‘‘gross vehicle 

weight rating’’ (GVWR), and ‘‘passengercarrying volume’’ are used as defined in 49 

CFR 523.2. 

4. ‘‘CARB’’ means California Air Resource 

Board. 

5. ‘‘Domestically manufactured’’ is used as 

defined in Section 32904(b)(2) of Chapter 

329, 49 U.S.C. 32904(b)(2). 

6. ‘‘Footprint’’ means the product of 

average track width (measured in inches and 

rounded to the nearest tenth of an inch) times 

wheelbase (measured in inches and rounded 

to the nearest tenth of an inch) divided by 

144 and then rounded to the nearest tenth of 

a square foot as described in 49 CFR Part 

523.2. 

7. ‘‘Light truck’’ means an automobile of 

the type described in 49 CFR Part 523.3 and 

523.5. 

8. A ‘‘model’’ of passenger car is a line, 

such as the Chevrolet Impala, Ford Fusion, 

Honda Accord, etc., which exists within a 

manufacturer’s fleet. 

9. ‘‘Model Type’’ is used as defined in 40 

CFR 600.002–93(a)(19). 

10. ‘‘MY’’ means model year. 

11. ‘‘Passenger car’’ means an automobile 

of the type described in 49 CFR Part 523.3 

and 523.4. 

12. ‘‘Percent fuel economy improvements’’ 

means that percentage which corresponds to 

the amount by which respondent could 

improve the fuel economy of vehicles in a 

given model or class through the application 

of a specified technology, averaged over all 

vehicles of that model or in that class which 

feasibly could use the technology. Projections 

of percent fuel economy improvement should 

be based on the assumption of maximum 

efforts by respondent to achieve the highest 

possible fuel economy increase through the 

application of the technology. The baseline 

for determination of percent fuel economy 

improvement is the level of technology and 

vehicle performance with respect to 

acceleration and gradeability for respondent’s 

2008 model year passenger cars or light 

trucks in the equivalent class. 

13. ‘‘Percent production implementation 

rate’’ means that percentage which 

corresponds to the maximum number of 

passenger cars or light trucks of a specified 

class, which could feasibly employ a given 

type of technology if respondent made 

maximum efforts to apply the technology by 

a specified model year. 

14. ‘‘Production percentage’’ means the 

percent of respondent’s passenger cars or 

light trucks of a specified model projected to 

be manufactured in a specified model year. 

15. ‘‘Project’’ or ‘‘projection’’ refers to the 

best estimates made by respondent, whether 

or not based on less than certain information. 

16. ‘‘Redesign’’ means any change, or 

combination of changes, to a vehicle that 

would change its weight by 50 pounds or 

more or change its frontal area or 

aerodynamic drag coefficient by 2 percent or 

the implementation of new engine or 

transmission. 

17. ‘‘Refresh’’ means any change, or 

combination of changes, to a vehicle that 

would change its weight by less than 50 

pounds and would not change its frontal area 

or aerodynamic drag coefficient. 

18. ‘‘Relating to’’ means constituting, 

defining, containing, explaining, embodying, 

reflecting, identifying, stating, referring to, 

dealing with, or in any way pertaining to. 

19. ‘‘Respondent’’ means each 

manufacturer (including all its divisions) 

providing answers to the questions set forth 

in this appendix, and its officers, employees, 

agents or servants. 

20. ‘‘RPE’’ means retail price equivalent. 

21. ‘‘Test Weight’’ is used as defined in 40 

CFR 86.082–2. 

22. ‘‘Track Width’’ means the lateral 

distance between the centerlines of the base 

tires at ground, including the camber angle. 

23. ‘‘Truckline’’ means the name assigned 

by the Environmental Protection Agency to a 

different group of vehicles within a make or 

car division in accordance with that agency’s 

2001 model year pickup, van (cargo vans and 

passenger vans are considered separate truck 

lines), and special purpose vehicle criteria. 

24. ‘‘Variants of existing engines’’ means 

versions of an existing basic engine that 

differ from that engine in terms of 

displacement, method of aspiration, 

induction system or that weigh at least 25 

pounds more or less than that engine. 

25. ‘‘Wheelbase’’ means the longitudinal 

distance between front and rear wheel 

centerlines. 

II. Assumptions 

All assumptions concerning emission 

standards, damageability regulations, safety 

standards, etc., should be listed and 

described in detail by the respondent. 

III. Specifications—Passenger Car and Light 

Truck Data 

Go to ftp://ftpserver.volpe.dot.gov/pub/ 

CAFE/templates/ for spreadsheet templates. 

1. Identify all passenger car and light truck 

models offered for sale in MY 2008 whose 

production respondent projects 

discontinuing before MY 2011 and identify 

the last model year in which each will be 

offered. 

2. Identify all basic engines offered by 

respondent in MY 2008 passenger cars and 

light trucks which respondent projects it will 

cease to offer for sale in passenger cars before 

MY 2011, and identify the last model year in 

which each will be offered. 

3. For each model year 2008–2020, list all 

known or projected car and truck lines and 

provide the information specified below for 

each model type. Model types that are 

essentially identical except for their 

nameplates (e.g., Ford Fusion/Mercury 

Milan) may be combined into one item. 

Engines having the same displacement but 

belonging to different engine families are to 

be grouped separately. Within the fleet, the 

vehicles are to be sorted first by car or truck 

line, second by basic engine, and third by 

transmission type. For each model type, a 

specific indexed engine and transmission are 

to be identified. As applicable, an indexed 

predecessor model type is also to be 

identified. Spreadsheet templates can be 

found at ftp://ftpserver.volpe.dot.gov/pub/ 

CAFE/templates/. These templates include 

codes and definitions for the data that the 

agency is seeking, including, but not limited 

to the following: 

A. General Information 

1. Vehicle Number—a unique number 

assigned to each model. 

2. Manufacturer—manufacturer’s name 

(e.g., Toyota). 

3. Model—name of model (e.g., Camry). 

4. Nameplate—vehicle nameplate (e.g., 

Camry Solara). 

5. Primary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol 

6. Fuel Economy on Primary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP+highway GEG, 

exclusive of any calculation under 49 U.S.C. 

32905). 

7. Secondary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol. 

8. Fuel Economy on Secondary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP+highway GEG, 

exclusive of any calculation under 49 U.S.C. 

32905). 

9. Tertiary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol 

10. Fuel Economy on Tertiary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP+highway GEG, 

exclusive of any calculation under 49 U.S.C. 

32905). 

11. CAFE Fuel Economy—measured in 

miles per gallon; laboratory fuel economy 

(weighted FTP+highway GEG, inclusive of 

any calculation under 49 U.S.C. 32905) 

12. Engine Code—unique number assigned 

to each engine. 

A. Manufacturer—manufacturer’s name 

(e.g., General Motors, Ford, Toyota, Honda). 

B. Name—name of engine. 

C. Configuration—classified as V = Vshaped; I = inline; R = rotary, H = 

horizontally opposed (boxer). 

D. Primary Fuel—classified as CNG = 

compressed natural gas, D = diesel, E85 = 

ethanol, E100 = neat ethanol, G = gasoline, 

H = hydrogen, LNG = liquefied natural gas, 

LPG = propane, M85 = methanol, M100 = 

neat methanol. 

E. Secondary Fuel—classified as CNG = 

compressed natural gas, D = diesel, E85 = 


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ethanol, E100 = neat ethanol, G = gasoline, 

H = hydrogen, LNG = liquefied natural gas, 

LPG = propane, M85 = methanol, M100 = 

neat methanol. 

F. Country of Origin—name of country 

where engine is manufactured. 

G. Engine Oil Viscosity—typical values as 

text include 0W20, 5W20, etc.; ratio between 

the applied shear stress and the rate of shear, 

which measures the resistance of flow of the 

engine oil (as per SAE Glossary of 

Automotive Terms). 

H. Cycle—combustion cycle of engine: 

classified as A = Atkinson, AM = Atkinson/ 

Miller, D = Diesel, M = Miller, O = Otto, OA 

= Otto/Atkinson. 

I. Air/Fuel Ratio—the weighted (FTP + 

highway) air/fuel ratio (mass); a number 

generally around 14.7. 

J. Fuel Delivery System—mechanism that 

delivers fuel to engine: classified as SGDI = 

stoichiometric gasoline direct injection; 

LBGDI = lean-burn gasoline direct injection; 

SFI = sequential fuel injection; MPFI = 

multipoint fuel injection; TBI = throttle body 

fuel injection; CRDI = common rail direct 

injection (diesel); UDI = unit injector direct 

injection (diesel). 

K. Aspiration—breathing or induction 

process of engine (as per SAE Automotive 

Dictionary); classified as NA = naturally 

aspirated, S = supercharged, T = 

turbocharged, T2 = twin turbocharged, T4 = 

quad-turbocharged, ST = supercharged and 

turbocharged. 

L. Valvetrain Design—design of the total 

mechanism from camshaft to valve of an 

engine that actuates the lifting and closing of 

a valve (as per SAE Glossary of Automotive 

Terms): classified as CVA = camless valve 

actuation, DOHC = dual overhead cam, OHV 

= overhead valve, SOHC = single overhead 

cam. 

M. Valve Actuation/Timing—valve 

opening and closing points in the operating 

cycle (as per SAE J604): classified as F = 

fixed, ICP = intake cam phasing, CCP = 

coupled cam phasing, DCP = dual cam 

phasing. 

N. Valve Lift—describes the manner in 

which the valve is raised during combustion 

(as per SAE Automotive Dictionary): 

classified as F = fixed, DVVL = discrete 

variable valve lift, CVVL = continuously 

variable valve lift. 

O. Cylinders—the number of engine 

cylinders: an integer equaling 3, 4, 5, 6, 8, 10 

or 12. 

P. Valves/Cylinder—the number of valves 

per cylinder: an integer from 2 through 5. 

Q. Deactivation—presence of cylinder 

deactivation mechanism: classified as Y = 

cylinder deactivation applied; N = cylinder 

deactivation not applied. 

R. Displacement—total volume displaced 

by a piston in a single stroke multiplied by 

the number of cylinders; measured in liters. 

S. Compression Ratio (min)—typically a 

number between 8 and 11 (for fixed CR 

engines, should be identical to maximum 

CR). 

T. Compression Ratio (max)—typically a 

number between 8 and 20 (for fixed CR 

engines, should be identical to minimum 

CR). 

U. Max. Horsepower—the maximum power 

of the engine, measured as horsepower. 

V. Max. Horsepower RPM—rpm at which 

maximum horsepower is achieved. 

W. Max. Torque—the maximum torque of 

the engine, measured as lb-ft. 

X. Max Torque RPM—rpm at which 

maximum torque is achieved. 

13. Transmission Code—unique number 

assigned to each transmission. 

A. Manufacturer—manufacturer’s name 

(e.g., General Motors, Ford, Toyota, Honda). 

B. Name—name of transmission. 

C. Country of origin—where the 

transmission is manufactured. 

D. Type—type of transmission: classified 

as M = manual, A = automatic (torque 

converter), AMT = automated manual 

transmission (single clutch w/ torque 

interrupt), DCT = dual clutch transmission, 

CVT1 = belt or chain CVT, CVT2 = other CVT 

(e.g., toroidal), HEVT = hybrid/electric 

vehicle transmission (for a BISG or CISG type 

hybrid please define the actual transmission 

used, not HEVT). 

E. Clutch Type—type of clutch used in 

AMT or DCT type transmission: D = dry, W 

= wet. 

F. Number of Forward Gears—classified as 

an integer indicating the number of forward 

gears; ‘‘CVT’’ for a CVT type transmission; or 

‘‘n/a’’ for an electric vehicle. 

G. Logic—indicates aggressivity of 

automatic shifting: classified as A = 

aggressive, C = conventional U.S. Provide 

rationale for selection in the transmission 

notes column. 

14. Origin—classification (under CAFE 

program) as domestic or import: D = 

domestic, I = import. 

B. Production 

1. Production—actual and projected U.S. 

production for MY 2008 to MY 2020 

inclusive, measured in number of vehicles. 

2. Percent of Production Regulated by 

CARB Standards—percent of production 

volume that will be regulated under CARB’s 

AB 1493 for MY 2008 to MY 2020 inclusive. 

C. MSRP—measured in dollars (2009); actual 

and projected average MSRP (sales-weighted, 

including options) for MY 2008 to MY 2020 

inclusive. 

D. Vehicle Information 

1. Subclass—for technology application 

purposes only and should not be confused 

with vehicle classification for regulatory 

purposes: classified as Subcompact, 

Subcompact Performance, Compact, Compact 

Performance, Midsize, Midsize Performance, 

Large, Large Performance, Minivan, Small 

LT, Midsize LT, Large LT; where LT = SUV/ 

Pickup/Van; use tables below, with example 

vehicles, to place vehicles into most 

appropriate subclass. 

Subclass Example vehicles 

Subcompact ... Chevy Aveo, Honda Civic. 

Subcompact 

Performance.

Mazda Miata, Saturn Sky. 

Compact ......... Chevy Cobalt, Nissan Sentra 

and Altima. 

Compact Performance.Audi S4 Quattro, Mazda 

RX8. 

Midsize ........... Chevy Camaro (V6), Toyota 

Camry, Honda Accord, 

Hyundai Azera. 

Subclass Example vehicles 

Midsize Performance.Chevy Corvette, Ford Mustang (V8), Nissan G37 

Coupe. 

Large .............. Audi A8, Cadillac CTS and 

DTS. 

Large Performance.Bentley Arnage, Daimler 

CL600. 

Minivans ......... Dodge Caravan, Toyota Sienna. 

Small SUV/ 

Pickup/Van.

Ford Escape & Ranger, Nissan Rogue. 

Midsize SUV/ 

Pickup/Van.

Chevy Colorado, Jeep Wrangler 4-door, Volvo XC70, 

Toyota Tacoma. 

Large SUV/ 

Pickup/Van.

Chevy Silverado, Ford 

Econoline, Toyota Sequoia. 

2. Style—classified as Convertible, Coupe, 

Hatchback, Sedan, Minivan, Pickup, Sport 

Utility, Van, Wagon. 

3. Light Truck Indicator—an integer; a 

unique number(s) assigned to each vehicle 

which represents the design feature(s) that 

classify it as a light truck. classified as: (0) 

The vehicle neither has off-road design 

features (defined under 49 CFR 523.5(b) and 

described by numbers 1 and 2 below) nor has 

functional characteristics (defined under 49 

CFR 523.5(a) and described by numbers 3 

through 7 below) that would allow it to be 

properly classified as a light truck, thus the 

vehicle is properly classified as a passenger 

car. 

> An automobile capable of off-highway 

operation, as indicated by the fact that it: 

(1)(i) Has 4-wheel drive; or 

(ii) Is rated at more than 6,000 pounds 

gross vehicle weight; and 

(2) Has at least four of the following 

characteristics calculated when the 

automobile is at curb weight, on a level 

surface, with the front wheels parallel to the 

automobile’s longitudinal centerline, and the 

tires inflated to the manufacturer’s 

recommended pressure— 

(i) Approach angle of not less than 28 

degrees. 

(ii) Breakover angle of not less than 14 

degrees. 

(iii) Departure angle of not less than 20 

degrees. 

(iv) Running clearance of not less than 20 

centimeters. 

(v) Front and rear axle clearances of not 

less than 18 centimeters each. 

> An automobile designed to perform at 

least one of the following functions: 

(3) Transport more than 10 persons; 

(4) Provide temporary living quarters; 

(5) Transport property on an open bed; 

(6) Provide, as sold to the first retail 

purchaser, greater cargo-carrying than 

passenger-carrying volume, such as in a cargo 

van; if a vehicle is sold with a second-row 

seat, its cargo-carrying volume is determined 

with that seat installed, regardless of whether 

the manufacturer has described that seat as 

optional; or 

(7) Permit expanded use of the automobile 

for cargo-carrying purposes or other 

nonpassenger-carrying purposes through: 

(i) For non-passenger automobiles 

manufactured prior to model year 2012, the 


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9190 Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 

4NHTSA considers ‘‘4-wheel drive’’ to refer only 

to vehicles that have selectable 2- and 4-wheel drive 

options, as opposed to all-wheel drive, which is not 

driver-selectable. 

5This information is sought in order to account 

for a given vehicle model’s fuel economy as 

partitioned into nine energy loss mechanisms. The 

agency may use this information to estimate the 

extent to which a given technology reduces losses 

in each mechanism. 

removal of seats by means installed for that 

purpose by the automobile’s manufacturer or 

with simple tools, such as screwdrivers and 

wrenches, so as to create a flat, floor level, 

surface extending from the forwardmost 

point of installation of those seats to the rear 

of the automobile’s interior; or 

(ii) For non-passenger automobiles 

manufactured in model year 2008 and 

beyond, for vehicles equipped with at least 

3 rows of designated seating positions as 

standard equipment, permit expanded use of 

the automobile for cargo-carrying purposes or 

other nonpassenger-carrying purposes 

through the removal or stowing of foldable or 

pivoting seats so as to create a flat, leveled 

cargo surface extending from the 

forwardmost point of installation of those 

seats to the rear of the automobile’s interior. 

4. Structure—classified as either L = 

Ladder or U = Unibody. 

5. Drive—classified as A = all-wheel drive; 

F = front-wheel drive; R = rear-wheel-drive; 

4 = 4-wheel drive 4. 

6. Axle Ratio—ratio of the speed in 

revolutions per minute of the drive shaft to 

that of the drive wheels. 

7. Length—measured in inches; defined 

per SAE J1100, L103 (Sept. 2005). 

8. Width—measured in inches; defined per 

SAE J1100, W116 (Sept. 2005). 

9. Wheelbase—measured to the nearest 

tenth of an inch; defined per SAE J1100, 

L101 (Sept. 2005), and clarified above. 

10. Track Width (front)—measured to the 

nearest tenth of an inch; defined per SAE 

J1100, W101–1 (Sept. 2005), and clarified 

above. 

11. Track Width (rear)—measured to the 

nearest tenth of an inch; defined per SAE 

J1100, W101–2 (Sept. 2005), and clarified 

above. 

12. Footprint—the product of average track 

width (measured in inches and rounded to 

the nearest tenth of an inch) times wheelbase 

(measured in inches and rounded to the 

nearest tenth of an inch) divided by 144 and 

then rounded to the nearest tenth of a square 

foot; defined per 49 CFR 523.2. 

13. Base Tire—the tire specified as 

standard equipment by a manufacturer on 

each vehicle configuration of a model type 

(e.g., 275/40R17). 

14. Running Clearance—measured in 

centimeters, defined per 49 CFR 523.2. 

15. Front Axle Clearance—measured in 

centimeters, defined per 49 CFR 523.2. 

16. Rear Axle Clearance—measured in 

centimeters, defined per 49 CFR 523.2. 

17. Approach Angle—measured in degrees, 

defined per 49 CFR 523.2. 

18. Breakover Angle—measured in degrees, 

defined per 49 CFR 523.2. 

19. Departure Angle—measured in degrees, 

defined per 49 CFR 523.2. 

20. Curb Weight—total weight of vehicle 

including batteries, lubricants, and other 

expendable supplies but excluding the 

driver, passengers, and other payloads, 

measured in pounds; per SAE J1100 (Sept. 

2005). 

21. Test Weight—weight of vehicle as 

tested, including the driver, operator (if 

necessary), and all instrumentation (as per 

SAE J1263), measured in pounds. 

22. GVWR—Gross Vehicle Weight Rating, 

as defined per 49 CFR 523.2 measured in 

pounds. 

23. Towing Capacity (Maximum)— 

measured in pounds. 

24. Payload—measured in pounds. 

25. Cargo volume behind the front row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

26. Cargo volume behind the second row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

27. Cargo volume behind the third row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

28. Enclosed Volume—measured in cubic 

feet. 

29. Passenger Volume—measured in cubic 

feet; the volume measured using SAE J1100 

as per EPA Fuel Economy regulations (40 

CFR 600.315–82, ‘‘Classes of Comparable 

Automobiles’’). This is the number that 

manufacturers calculate and submit to EPA. 

30. Cargo Volume Index—defined per 

Table 28 of SAE J1100 (Sept. 2005). 

31. Luggage Capacity—measured in cubic 

feet, defined per SAE J1100, V1 (Sept. 2005). 

32. Seating (max)—number of usable seat 

belts before folding and removal of seats 

(where accomplished without special tools), 

provided in integer form. 

33. Number of Standard Rows of Seating— 

number of rows of seats that each vehicle 

comes with as standard equipment provided 

in integer form (e.g., 1, 2 ,3, 4, or 5). 

34. Frontal Area—a measure of the wind 

profile of the vehicle, typically calculated as 

the height times width of a vehicle body, e.g., 

25 square feet. 

35. Aerodynamic Drag Coefficient, Cd—a 

dimensionless coefficient that relates the 

motion resistance force created by the air 

drag over the entire surface of a moving 

vehicle to the force of dynamic air pressure 

acting only over the vehicle’s frontal area, 

e.g., 0.25. 

36. Tire Rolling Resistance, Crr—a 

dimensionless coefficient that relates the 

motion resistance force due to tire energy 

losses (e.g., deflection, scrubbing, slip, and 

air drag) to a vehicle’s weight, e.g., 0.0012. 

37. Fuel Capacity—measured in gallons of 

diesel fuel or gasoline; MJ (LHV) of other 

fuels (or chemical battery energy). 

38. Electrical System Voltage—measured in 

volts, e.g., 12 volt, 42 volts 2005). 

39. Power Steering—H = hydraulic; E = 

electric; EH = electro-hydraulic. 

40. Percent of Production Volume 

Equipped with A/C. 

41. A/C Refrigerant Type—e.g., HFC–134a, 

HFC–152a, CO2. 

42. A/C Compressor Displacement— 

measured in cubic centimeters. 

43. A/C CARB credit—measured in grams 

per mile, g/mile CO2 equivalent as reportable 

under California ARB’s AB 1493 Regulation. 

44. N2O Emission Rate—measured in 

grams per mile, as reportable under 

California ARB’s AB 1493 Regulation. 

45. CH4 Emission Rate—measured in grams 

per mile, as reportable under California 

ARB’s AB 1493 Regulation. 

46. Estimated Total CARB Credits— 

measured in grams per mile, g/mile CO2

equivalent as reportable under California 

ARB’s AB 1493 Regulation. 

E. Hybridization/Electrification 

1. Type of Hybrid/Electric vehicle— 

classified as MHEV = 12V micro hybrid, 

BISG = belt mounted integrated starter 

generator, CISG = crank mounted integrated 

starter generator, PSHEV = power-split 

hybrid, 2MHEV = 2-mode hybrid, PHEV = 

plug-in hybrid, EV = electric vehicle, H = 

hydraulic hybrid, P = pneumatic hybrid. 

2. Voltage (volts) or, for hydraulic hybrids, 

pressure (psi). 

3. Energy storage capacity—measured in 

MJ. 

4. Electric Motor Power Rating—measured 

in hp or kW. 

5. Battery type—classified as NiMH = 

Nickel Metal Hydride; Li-ion = Lithium Ion. 

6. Battery Only Range (charge depleting 

PHEV)—measured in miles. 

7. Maximum Battery Only Speed— 

measured in miles per hour; maximum speed 

at which a HEV can still operate solely on 

battery power measured on a flat road using 

the vehicle’s FTP weight and coefficients. 

8. Percentage of braking energy recovered 

and stored over weighted FTP + highway 

drive cycle. 

9. Percentage of maximum motive power 

provided by stored energy system. 

10. Electrified Accessories—list of 

electrified accessories: classified as WP = 

water (coolant) pump, OP = oil pump, AC = 

air conditioner compressor. 

F. Energy Consumption 5—of total fuel 

energy (higher heating value) consumed over 

FTP and highway tests (each weighted as for 

items 5 and 6 above), shares attributable to 

the following loss mechanisms, such that the 

sum of the shares equals one. 

1. System irreversibility governed by the 

Second Law of Thermodynamics. 

2. Heat lost to the exhaust and coolant 

streams. 

3. Engine friction (i.e., the part of 

mechanical efficiency lost to friction in such 

engine components as bearings and rods, as 

could be estimated from engine 

dynamometer test results). 

4. Pumping losses (i.e., the part of 

mechanical efficiency lost to work done on 

gases inside the cylinder, as could be 

estimated from engine dynamometer test 

results). 

5. Accessory losses (i.e., the part of fuel 

efficiency lost to work done by engine-driven 

accessories, as could be estimated from 

bench test results for the individual 

components). 

6. Transmission losses (i.e., the part of 

driveline efficiency lost to friction in such 

transmission components as gears, bearings, 

and hydraulics, as could be estimated from 

chassis dynamometer test results). 

7. Aerodynamic drag of the body, as could 

be estimated from coast-down test results. 


rwilkins on PROD1PC63 with PROPOSALS
Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 9191 

6 ‘‘Learning effects’’ describes the reduction in 

unit production costs as a function of accumulated 

production volume and small redesigns that reduce 

costs. Applying learning effects, or ‘‘learning 

curves,’’ requires estimates of three parameters: (1) 

The initial production volume that must be reached 

before cost reductions begin to be realized (referred 

to as ‘‘threshold volume’’); (2) the percent reduction 

in average unit cost that results from each 

successive doubling of cumulative production 

volume (usually referred to as the ‘‘learning rate’’); 

and (3) the initial cost of the technology. The 

method applies this effect for up to two doublings 

of production volume. For example, a 20 percent 

learning rate discount applied with a 300,000 unit 

threshold would reduce the applicable technology’s 

incremental cost by up to 36 percent. 

8. Rolling resistance in the tires, as could 

be estimated from coast-down test results. 

9. Work done on the vehicle itself, as could 

be estimated from the vehicle’s inertia mass 

and the fuel economy driving cycles. 

G. Planning and Assembly 

1. U.S. Content—overall percentage, by 

value, that originated in the U.S. 

2. Canadian Content—overall percentage, 

by value, that originated in Canada. 

3. Mexican Content—overall percentage, by 

value, that originated in Mexico. 

4. Domestic Content—overall percentage, 

by value, that originated in the U.S, Canada 

and Mexico. 

5. Final Assembly City. 

6. Final Assembly State/Province (if 

applicable). 

7. Final Assembly Country. 

8. Predecessor—number (or name) of 

model upon which current model is based, 

if any. 

9. Refresh Years—model years of most 

recent and future refreshes through the 2020 

time period, e.g., 2010, 2015, 2020. 

10. Redesign Years—model years of most 

recent and future redesigns through the 2020 

time period, e.g., 2007, 2012, 2017; where 

redesign means any change or combination of 

changes to a vehicle that would change its 

weight by 50 pounds or more or change its 

frontal area or aerodynamic drag coefficient 

by 2 percent or more. 

11. Employment Hours Per Vehicle— 

number of hours of U.S. labor applied per 

vehicle produced. 

H. The agency also requests that each 

manufacturer provide an estimate of its 

overall passenger car CAFE and light truck 

CAFE for each model year. This estimate 

should be included as an entry in the 

spreadsheets that are submitted to the 

agency. 

4. As applicable, please explain in detail 

the relationship between the business plans 

submitted to Congress in December 2008, the 

restructuring plans submitted to the Treasury 

Department in February 2009, and the 

product plans being submitted in response to 

this request. 

5. Relative to MY 2008 levels, for MYs 

2008–2020 please provide information, by 

carline and as an average effect on a 

manufacturer’s entire passenger car fleet, and 

by truckline and as an average effect on a 

manufacturer’s entire light truck fleet, on the 

weight and/or fuel economy impacts of the 

following standards or equipment: 

A. Federal Motor Vehicle Safety Standard 

(FMVSS No. 208) Automatic Restraints. 

B. FMVSS No. 201 Occupant Protection in 

Interior Impact. 

C. Voluntary installation of safety 

equipment (e.g., antilock brakes). 

D. Environmental Protection Agency 

regulations. 

E. California Air Resources Board 

requirements. 

F. Other applicable motor vehicle 

regulations affecting fuel economy. 

6. For each specific model year and model 

of respondent’s passenger car and light truck 

fleets projected to implement one or more of 

the following and/or any other weight 

reduction methods: 

A. Substitution of materials. 

B. ‘‘Downsizing’’ of existing vehicle design, 

systems or components. 

C. Use of new vehicle, structural, system or 

component designs. 

Please provide the following information: 

(i) Description of the method (e.g., 

substituting an composite body panel for a 

steel panel); 

(ii) The weight reduction, in pounds, 

averaged over the model; 

(iii) The percent fuel economy 

improvement averaged over the model; 

(iv) The basis for your answer to (iii) (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(v) The incremental RPE cost (in 2009 

dollars), averaged over the model, associated 

with the method; 

(vi) The percent production 

implementation rate and the reasons limiting 

the implementation rate. 

7. For each specific model year and model 

of respondent’s passenger car and light truck 

fleets projected to implement one or more of 

the following and/or any other aerodynamic 

drag reduction methods: 

A. Revised exterior components (e.g., front 

fascia or side view mirrors). 

B. Addition of underbody panels. 

C. Vehicle design changes (e.g., change in 

ride height or optimized cooling flow path). 

Please provide the following information: 

(i) Description of the method/aerodynamic 

change; 

(ii) The percent reduction of the 

aerodynamic drag coefficient (Cd) and the Cd

prior to the reduction, averaged over the 

model; 

(iii) The percent fuel economy 

improvement, averaged over the model; 

(iv) The basis for your answer to (iii) (e.g., 

data from dynamometer tests conducted by 

respondent, wind tunnel testing, engineering 

analysis, computer simulation, reports of test 

by others); 

(v) The incremental RPE cost (in 2009 

dollars), averaged over the model, associated 

with the method/change; 

(vi) The percent production 

implementation rate and the reasons limiting 

the implementation rate. 

8. Indicate any MY 2008–2020 passenger 

car and light truck model types that have 

higher average test weights than comparable 

MY 2007 model types. Describe the reasons 

for any weight increases (e.g., increased 

option content, less use of premium 

materials) and provide supporting 

justification. 

9. Please provide your estimates of 

projected total industry U.S. passenger car 

sales and light truck sales, separately, for 

each model year from 2008 through 2020, 

inclusive. 

10. Please provide your company’s 

assumptions for U.S. gasoline and diesel fuel 

prices during 2008 through 2020. 

11. Please provide projected production 

capacity available for the North American 

market (at standard production rates) for each 

of your company’s passenger carline and 

light truckline designations during MYs 

2008–2020. 

12. Please provide your estimate of 

production lead-time for new models, your 

expected model life in years, and the number 

of years over which tooling costs are 

amortized. Additionally, the agency is 

requesting that manufactures provide vehicle 

or design changes that characterize a 

freshening and those changes that 

characterize a redesign. 

IV. Technologies, Cost and Potential Fuel 

Economy Improvements 

Spreadsheet templates for the tables 

mentioned in the following section can be 

found at ftp://ftpserver.volpe.dot.gov/pub/ 

cafe/templates/. 

1. The agency requests that manufacturers, 

for each passenger car and light truck model 

projected to be manufactured by respondent 

between MY 2008–2020, provide the 

following information on new technology 

applications: 

(i) Description of the nature of the 

technological improvement; including the 

vehicle’s baseline technology that the 

technology replaces (e.g., 6-speed automatic 

transmission replacing a 4-speed automatic 

transmission); 

(ii) The percent fuel economy 

improvement averaged over the model; 

(iii) The basis for your answer to (ii) (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(iv) The incremental RPE cost (in 2009 

dollars), averaged over the model, associated 

with implementing the new technology; 

(v) The percent production implementation 

rate and the reasons limiting the 

implementation rate. 

In regards to costs, the agency is requesting 

information on cost reductions available 

through learning effects that are anticipated, 

so information should be provided regarding 

what the learning effects are, when and at 

what production volumes they occur, and to 

what degrees such learning is expected to be 

available.6 The agency is also asking that the 

RPE markup factor (used to determine the 

RPE cost estimates) is stated in the response. 

2. Additionally, the agency requests that 

manufactures and other interested parties 

provide the same information, as requested 

above, for the technologies listed in the 

following tables and any other potential 

technologies that may be implemented to 

improve fuel economy. These potential 

technologies can be inserted into additional 

rows at the end of each table. Examples of 

other potential technologies could include, 

but are not limited to: Homogenous Charge 

Compression Ignition (HCCI), Electric 


rwilkins on PROD1PC63 with PROPOSALS
9192 Federal Register / Vol. 74, No. 40 / Tuesday, March 3, 2009 / Proposed Rules 

7 In NHTSA’s 2006 rulemaking establishing CAFE 

standards for MY 2008–2011 light trucks, the 

agency considered phase-in caps by ceasing to add 

a given technology to a manufacturer’s fleet in a 

specific model year once it has increased the 

corresponding penetration rate by at least the 

amount of the cap. Having done so, it applied other 

technologies in lieu of the ‘‘capped’’ technology. 

8When two or more technologies are added to a 

particular vehicle model to improve its fuel 

efficiency, the resultant fuel consumption reduction 

may sometimes be higher or lower than the product 

of the individual effectiveness values for those 

items. This may occur because one or more 

technologies applied to the same vehicle partially 

address the same source or sources of engine or 

vehicle losses. Alternately, this effect may be seen 

when one technology shifts the engine operating 

points, and therefore increases or reduces the fuel 

consumption reduction achieved by another 

technology or set of technologies. The difference 

between the observed fuel consumption reduction 

associated with a set of technologies and the 

product of the individual effectiveness values in 

that set is sometimes referred to as a ‘‘synergy.’’ 

Synergies may be positive (increased fuel 

consumption reduction compared to the product of 

the individual effects) or negative (decreased fuel 

consumption reduction). 

Vehicle (EV), Fuel Cell Vehicle, Belt 

Mounted Integrated Starter Generator (BISG), 

and Crank Mounted Integrated Starter 

Generator (CISG) specific technologies. In an 

effort to standardize the information received 

the agency requests that if possible 

respondents fill in the following tables: 

Table IV–1 with estimates of the model 

year of availability for each technology listed 

and any other identified technology. 

Table IV–2 with estimated phase-in rates 7

by year for each technology listed and any 

other additional technologies. Engineering, 

planning and financial constraints can 

prohibit many technologies from being 

applied across an entire fleet of vehicles 

within a single model year, so the agency 

requests information on possible constraints 

on the rates at which each technology can 

penetrate a manufacturer’s fleet. 

Tables IV–3a, b and IV–4a, b with 

estimates for incremental RPE costs (in 2009 

dollars) and incremental fuel consumption 

reductions for each technology listed and any 

other additional technologies. These 

estimates, for the technologies already listed, 

should assume that the preceding 

technologies, as defined by the decision trees 

in Appendix B, have already been applied 

and/or will be superseded. The agency is 

requesting that respondents fill in 

incremental RPE costs and fuel consumption 

reductions estimates for all vehicle 

subclasses listed. If a respondent feels that 

the incremental RPE cost and fuel 

consumption reduction estimates are similar 

for different subclasses they may combine 

subclasses. 

Table IV–5 with estimates for the 

percentage by which each technology 

reduces energy losses attributable to each of 

nine energy loss mechanisms. 

Tables IV–6a, b with estimates for 

synergies 8 that can occur when multiple 

technologies are applied. 

3. The agency also asks that manufacturers 

or other interested parties provide 

information on appropriate sequencing of 

technologies, so that accumulated cost and 

fuel consumption effects may be evaluated 

incrementally. As examples of possible 

technology sequences, ‘‘decision trees’’ are 

shown in Appendix B below. 

4. For each new or redesigned vehicle 

identified in response to Question III–3 and 

each new engine or fuel economy 

improvement identified in your response to 

Questions IV–1 and IV–2 provide your best 

estimate of the following, in terms of 

constant 2009 dollars: 

A. Total capital costs required to 

implement the new/redesigned model or 

improvement according to the 

implementation schedules specified in your 

response. Subdivide the capital costs into 

tooling, facilities, launch, and engineering 

costs. 

B. The maximum production capacity, 

expressed in units of capacity per year, 

associated with the capital expenditure in (A) 

above. Specify the number of production 

shifts on which your response is based and 

define ‘‘maximum capacity’’ as used in your 

answer. 

C. The actual capacity that is planned to 

be used each year for each new/redesigned 

model or fuel economy improvement. 

D. The increase in variable costs per 

affected unit, based on the production 

volume specified in (B) above. 

E. The equivalent retail price increase per 

affected vehicle for each new/redesigned 

model or improvement. Provide an example 

describing methodology used to determine 

the equivalent retail price increase. 

BILLING CODE 4910–59–P 


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[FR Doc. E9–4449 Filed 2–26–09; 4:15 pm] 

BILLING CODE 4910–59–C 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

49 CFR Part 571 

[Docket No. NHTSA–2009–0038] 

RIN 2127–AK44 

Federal Motor Vehicle Safety Standard; 

Air Brake Systems 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Notice of Proposed Rulemaking 

(NPRM). 

SUMMARY: This document proposes to 

extend by 18 months a requirement that 

trailers with antilock brake systems be 

equipped with an external antilock 

malfunction indicator lamp. It also 

considers making the requirement 

permanent. The indicator lamp 

requirement, which is included in the 

Federal motor vehicle safety standard 

that governs vehicles equipped with air 

brakes, was originally scheduled to 

sunset on March 1, 2009, but has been 

extended to September 1, 2009 in an 

interim final rule published in today’s 

Federal Register. Under our proposal, 

the sunset date would be extended until 

March 1, 2011. This rulemaking is in 

response to a petition from the 

Commercial Vehicle Safety Alliance 

(CVSA), which has asked that this 

requirement be made permanent. 

Extending the sunset date for an 

additional 18 months would enable the 

agency to fully analyze CVSA’s request 

that the requirement be made 

permanent, and avoid a potential 

confusing time gap in the vehicles 

subject to the requirement. 

DATES: You should submit your 

comments early enough to ensure that 

the Docket receives them not later than 

April 2, 2009. Comments may be 

combined with ones on the 

accompanying interim final rule, which 

is being published today using the same 

docket number. 

ADDRESSES: You may submit comments 

to the docket number identified in the 

heading of this document by any of the 

following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

online instructions for submitting 

comments. 

• Mail: Docket Management Facility: 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

• Hand Delivery or Courier: 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, between 

9 a.m. and 5 p.m. ET, Monday through 

Friday, except Federal holidays. 

• Fax: 202–493–2251. 

Instructions: For detailed instructions 

on submitting comments and additional 

information on the rulemaking process, 

see the Public Participation heading of 

the SUPPLEMENTARY INFORMATION section 

of this document. Note that all 

comments received will be posted 

without change to http:// 

www.regulations.gov, including any 

personal information provided. Please 

see the Privacy Act heading below. 

Privacy Act: Anyone is able to search 

the electronic form of all comments 

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 (65 FR 

19477–78) or you may visit http:// 

DocketInfo.dot.gov. 

Docket: For access to the docket to 

read background documents or 

comments received, go to http:// 

www.regulations.gov. or the street 

address listed above. Follow the online 

instructions for accessing the dockets. 

FOR FURTHER INFORMATION CONTACT: For 

non-legal issues, you may call Mr. 

George Soodoo, Office of Crash 

Avoidance Standards (Phone: 202–366– 

4931; FAX: 202–366–7002). For legal 

issues, you may call Mr. Ari Scott, 

Office of the Chief Counsel (Phone: 202– 

366–2992; FAX: 202–366–3820). You 

may send mail to these officials at: 

National Highway Traffic Safety 

Administration, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

SUPPLEMENTARY INFORMATION: 

Table of Contents 

I. Background 

II. Summary of the CVSA Petitions 

III. Agency Analysis and Proposal 

IV. Shortened Comment Period 

V. Public Participation 

VI. Rulemaking Analyses and Notices 

I. Background 

The final rule requiring antilock brake 

systems (ABS) on truck tractors, other 

air-braked heavy vehicles including 

trailers, and hydraulic-braked trucks 

was published in the Federal Register 

(60 FR 13216) on March 10, 1995. As 

amended by that final rule, FMVSS No. 

121, Air Brake Systems, required two 

separate in-cab ABS malfunction 

indicator lamps for each truck tractor, 

one for the tractor’s ABS (effective 

March 1, 1997) and the other for the 

trailer’s ABS (effective March 1, 2001). 

The final rule also required air-braked 

trailers to be equipped with an 

externally mounted ABS malfunction 

lamp (effective March 1, 1998) so that 

the driver of a non-ABS equipped 

tractor or a pre-2001 ABS-equipped 

tractor towing an ABS-equipped trailer 

would be alerted in the event of a 

malfunction in the trailer ABS. 

The requirement for the trailermounted ABS malfunction indicator 

lamp was originally scheduled to expire 

on March 1, 2009. The agency 

established this sunset date in light of 

the fact that, after this eight-year period, 

many of the pre-2001 tractors without 

the dedicated trailer ABS malfunction 

indicator lamp would no longer be in 

long-haul service. The agency based its 

decision on the belief that the typical 

tractor life was five to seven years, and 

therefore decided on an eight-year 

period for the external ABS malfunction 

indicator lamp requirement. We further 

stated our belief that there would be no 

need for a redundant ABS malfunction 

lamp mounted on the trailer after the 

vast majority of tractors were equipped 

with an in-cab ABS malfunction 

indicator lamp for the trailer. 

II. Summary of the CVSA Petitions 

CVSA is an international not-forprofit organization comprised of local, 

state, provincial, territorial and federal 

motor carrier safety officials and 

industry representatives from the 

United States, Canada, and Mexico. The 

CVSA promotes commercial vehicle 

safety and sponsors vehicle inspections 

by partnering with the Federal Motor 

Carrier Safety Administration (FMCSA), 

Pipeline and Hazardous Materials Safety 

Administration, Canadian Council of 

Motor Transport Administrators, 

Transport Canada, and the Secretariat of 

Communications and Transportation 

(Mexico). 

On October 22, 2007, CVSA 

petitioned the National Highway Traffic 

safety Administration (NHTSA) to 

amend FMVSS No. 121, Air Brake 

Systems, to make the requirement for 

the external antilock malfunction 

indicator lamp permanent instead of 

allowing it to expire, as originally 

intended, on March 1, 2009 (and is 

subsequently being modified to 

September 1, 2009, by an accompanying 

interim final rule). CVSA included in its 

petition suggested regulatory text along 

with its rationale for why the extension 

should be permanent. Since receiving 

the petition, the agency has received 


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