53374 Federal Register / Vol. 75, No. 168 / Tuesday, August 31, 2010 / Notices 

3Experimental uncertainty due to the sampling 

time, time averaging, spatial/volumetric averaging, 

cloud meander, and other errors associated with the 

experiment are not required to be quantified, but 

the analysis may benefit from them being evaluated 

or discussed. 

4 If the model predictions are outside the 

experimental uncertainty interval or MEP SPMs, 

this does not necessarily mean that the model is 

unacceptable, but may alternatively impact the 

safety factor associated with the model usage. 

uncertainty in the output used for 

evaluation. The analyses should address 

the following: 

i. Analysis of spatial output. Certain 

models may be limited in the output of the 

cross wind concentration profile (e.g., 

Gaussian concentration profiles in the crosswind direction). The maximum arc wise 

concentration should be based on the 

location of the experimental sensor data that 

produced the maximum arc wise 

concentration relative to the cloud centerline. 

The centerline concentration of the model 

may not necessarily be representative of the 

maximum concentration measurement 

location. Any interpolations and 

extrapolations used to determine 

concentrations should be documented, 

evaluated and discussed. If a model cannot 

represent the actual location of the sensor 

relative to the centerline, the effect of these 

simplifications should be discussed or 

evaluated. 

ii. Analysis of temporal output. Certain 

models may be limited in the temporal 

resolution that can be outputted. Any 

interpolations and extrapolations used to 

determine concentrations should be 

documented, evaluated and discussed. If 

desired, transient data of the model and 

experimental data may be provided to 

supplement the maximum arc wise values to 

allow for more detailed comparisons with the 

experimental data, including the evaluation 

of discrepancies due to spurious 

experimental or model results. 

c. An uncertainty analysis that 

accounts for experimental uncertainty 

due to uncertainty in the sensor 

measurement of gas concentration,3

where known. Other sources of 

uncertainty may also be included. 

d. Graphical depictions of the 

predicted and measured gas 

concentration values for each 

experiment with indication of the 

experimental and model uncertainty 

determined from the analyses described 

above. Vertical error bars should be 

used to represent the uncertainty. 

e. Calculation of the specific 

performance measures (SPMs) below in 

addition to those specified in the MEP: 

f. Calculation of SPMs specified in the 

MEP for each experiment and data point 

in addition to the average of all 

experiments. 

g. A tabulation of all simulations, 

including all specified input 

parameters, calculated outputs. 

h. A tabulation of all calculated 

SPMs.4

i. All relevant input and output files 

used. 

Issued in Washington, DC, on August 24, 

2010. 

Jeffrey D. Wiese, 

Associate Administrator for Pipeline Safety. 

[FR Doc. 2010–21588 Filed 8–30–10; 8:45 am] 

BILLING CODE 4910–60–P 

DEPARTMENT OF TRANSPORTATION 

Surface Transportation Board 

[Docket No. EP 670 (Sub-No. 1)] 

Notice of Rail Energy Transportation 

Advisory Committee Meeting 

AGENCY: Surface Transportation Board. 

ACTION: Notice of Rail Energy 

Transportation Advisory Committee 

meeting. 

SUMMARY: Notice is hereby given of a 

meeting of the Rail Energy 

Transportation Advisory Committee 

(RETAC), pursuant to section 10(a)(2) of 

the Federal Advisory Committee Act, 

Public Law 92–463, as amended (5 

U.S.C., App. 2). 

DATES: The meeting will be held on 

Wednesday, September 15, 2010 at 1:30 

p.m. M.D.T. 

ADDRESSES: The meeting will be held at 

the offices of Xcel Energy, 1800 Larimer 

Street, 2nd Floor, Conference Center, 

Denver, Colorado 80202. 

FOR FURTHER INFORMATION CONTACT: 

Scott M. Zimmerman (202) 245–0202. 

Assistance for the hearing impaired is 

available through the Federal 

Information Relay Service (FIRS) at: 

(800) 877–8339. 

SUPPLEMENTARY INFORMATION: RETAC 

arose from a proceeding instituted by 

the Board, in Establishment of a Rail 

Energy Transportation Advisory 

Committee, EP 670. RETAC was formed 

to provide advice and guidance to the 

Board, and to serve as a forum for 

discussion of emerging issues regarding 

the transportation by rail of energy 


srobinson on DSKHWCL6B1PROD with NOTICESEN31AU10.000</MATH>
Federal Register / Vol. 75, No. 168 / Tuesday, August 31, 2010 / Notices 53375 

resources, particularly, but not 

necessarily limited to, coal, ethanol, and 

other biofuels. The purpose of this 

meeting is to continue discussions 

regarding issues such as rail 

performance, capacity constraints, 

infrastructure planning and 

development, and effective coordination 

among suppliers, carriers, and users of 

energy resources. Potential agenda items 

include further consideration of a white 

paper on industry Best Practices; a 

Performance Measures subcommittee 

update on the trends shown in the most 

recent industry data; discussion of how 

potential regulation of coal plant 

emissions may impact coal/rail demand 

in the future; discussion of railroads’ 

preparations for the fall and winter 

seasons; and roundtable discussions on 

shipment ratability, utility inventory 

levels, current rail operations, and rail 

service metrics. 

The meeting, which is open to the 

public, will be conducted pursuant to 

RETAC’s charter and Board procedures. 

All guests will need to check in at the 

front desk, show a picture I.D., receive 

a visitor’s badge, and will be escorted to 

the 2nd floor. 

Further communications about this 

meeting may be announced through the 

Board’s Web site at www.stb.dot.gov. 

This action will not significantly 

affect either the quality of the human 

environment or the conservation of 

energy resources. 

Authority: 49 U.S.C. 721, 49 U.S.C. 11101; 

49 U.S.C. 11121. 

Decided: August 26, 2010. 

Jeffrey Herzig, 

Clearance Clerk. 

[FR Doc. 2010–21796 Filed 8–30–10; 8:45 am] 

BILLING CODE 4915–01–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

Petition for Exemption From the 

Federal Motor Vehicle Theft Prevention 

Standard; Chrysler 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Grant of petition for exemption. 

SUMMARY: This document grants in full 

the Chrysler Group LLC (Chrysler) 

petition for exemption of the Fiat 500 

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. 

DATES: The exemption granted by this 

notice is effective beginning with the 

2012 Model Year (MY). 

FOR FURTHER INFORMATION CONTACT: Ms. 

Deborah Mazyck, 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) 

366–0846. Her fax number is (202) 493– 

2990. 

SUPPLEMENTARY INFORMATION: In a 

petition dated June 16, 2010, Chrysler 

requested an exemption from the partsmarking requirements of the Theft 

Prevention Standard (49 CFR Part 541) 

for the Fiat 500 vehicle line, beginning 

with MY 2012. The petition requested 

an exemption from parts-marking 

requirements pursuant to 49 CFR 543, 

Exemption From Vehicle Theft 

Prevention Standard, based on the 

installation of an antitheft device as 

standard equipment for the entire 

vehicle line. 

Under Section § 543.5(a), a 

manufacturer may petition NHTSA to 

grant exemptions for one of its vehicle 

lines per year. Chrysler petitioned the 

agency to grant an exemption for its Fiat 

500 vehicle line beginning with MY 

2012. In its petition, Chrysler provided 

a detailed description and diagram of 

the identity, design, and location of the 

components of the antitheft device for 

the new vehicle line. Chrysler will 

install the Sentry Key Immobilizer 

System (SKIS) antitheft device as 

standard equipment on the vehicle line. 

The major components of the SKIS 

device consist of: A Powertrain Control 

Module (PCM), a Totally Integrated 

Power Module (TIPM), a Sentry Key 

Remote Entry Module (SKREEM), a 

transponder key fob and an 

ElectroMechanical Instrument Cluster 

(EMIC) which controls the telltale 

function only. According to Chrysler, all 

of these components work collectively 

to perform the immobilizer function. 

Chrysler also stated that its SKIS device 

does not provide a visible or audible 

indication of unauthorized vehicle entry 

(i.e., flashing lights or horn alarm). 

Chrysler stated that the SKIS device 

provides passive vehicle protection by 

preventing the engine from operating 

unless a valid electronically encoded 

key is detected in the ignition lock 

cylinder. According to Chrysler, the 

immobilizer feature is activated when 

the key is removed from the ignition 

lock cylinder. Only a valid key inserted 

into the ignition lock cylinder will 

allow the vehicle to start and continue 

to run. 

Chrysler stated that the Sentry Key 

Immobilizer Module (SKIM), also 

known as the Sentry Key Remote Entry 

Module/SKREEM, or the Body Control 

Module/BCM are integral to the Body 

Computer Module (BCM) on the Fiat 

500 vehicle line. Chrysler also stated 

that the BCM contains a radio frequency 

(RF) transceiver and microprocessor that 

receives RF signals from the Sentry Key 

transponder to the keyfob through a 

tuned antenna. According to Chrysler, 

the BCM also serves as the Remote 

Keyless Entry (RKE) RF receiver. 

Specifically, Chrysler stated that the 

SKIS device uses radio frequency 

communication to obtain confirmation 

that the key in the ignition switch is a 

valid transponder key for operating the 

vehicle. To avoid any perceived delay 

when starting the vehicle with a valid 

key and to prevent unburned fuel from 

entering the exhaust, the engine is 

permitted to run for no more than 

2 seconds if an invalid key is used. 

Chrysler stated that when the ignition 

switch is turned on, the BCM transmits 

a signal to the transponder in the key 

and waits for a response from the 

transponder. If the response identifies 

the key as invalid, or if no response is 

received from the transponder key, 

Chrysler stated that the BCM sends an 

invalid key message to the Powertrain 

Control Module (PCM), and the PCM 

will disable engine operation (after the 

initial 2-second run) based upon the 

status of the BCM messages. Chrysler 

further stated that only six consecutive 

invalid vehicle start attempts would be 

permitted and all other attempts would 

be locked out. 

Chrysler stated that it will also 

incorporate an unauthorized vehicle 

start telltale light into the device that 

will operate as a security indicator in 

the ElectroMechanical Instrument 

Cluster (EMIC). According to Chrysler, 

the telltale will alert the owner that an 

unauthorized vehicle start attempt has 

been made. Chrysler stated that upon an 

unauthorized start attempt, the telltale 

will flash on and off when the ignition 

switch is turned to the ‘‘ON’’ position. 

Chrysler stated that while the telltale 

acts as a security indicator, it also acts 

as a diagnostic indicator. Chrysler stated 

that if the SKREEM detects a system 

malfunction and/or the SKIS device 

becomes inoperative, the security 

indicator will stay on. However, if the 

SKREEM detects an invalid key or if a 

key transponder-related fault exists, the 

security indicator will flash. 


srobinson on DSKHWCL6B1PROD with NOTICES