[Federal Register Volume 87, Number 139 (Thursday, July 21, 2022)]
[Notices]
[Pages 43602-43610]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-15556]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

[Docket No. NHTSA-2022-0066]


Ford Motor Company--Receipt of Petition for Temporary Exemption 
From Various Requirements of the Federal Motor Vehicle Safety Standards 
for an Automated Driving System-Equipped Vehicle

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation (DOT).

ACTION: Notice of receipt of petition for temporary exemption; request 
for public comment.

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SUMMARY: Ford Motor Company (Ford) has petitioned NHTSA for a temporary 
exemption from certain requirements in seven Federal Motor Vehicle 
Safety Standards (FMVSS) for vehicles that will be equipped with 
automated driving systems (ADS). Ford is seeking an exemption from 
portions of FMVSS No. 101, Controls and Displays; No. 102, Transmission 
Shift Position Sequence, Starter Interlock, and Transmission Braking 
Effect; No. 108, Lamps, Reflective Devices, and Associated Equipment; 
No. 111, Rear Visibility; No. 126, Electronic Stability Control 
Systems; No. 135, Light Vehicle Brake Systems; and No. 138, Tire 
Pressure Monitoring Systems. NHTSA is publishing this document in 
accordance with statutory and administrative provisions and seeks 
comment on the merits of Ford's exemption petition and on potential 
terms and conditions that should be applied to the temporary exemption 
if granted. After receiving and considering public comments, and any 
additional information provided by Ford, NHTSA will assess the merits 
of the petition and will publish a notice in the Federal notice setting 
forth NHTSA's reasoning for either granting or denying Ford's petition.

DATES: Comments must be received on or before August 22, 2022.

ADDRESSES: NHTSA invites you to submit comments on the petition 
described herein and the questions posed below. You may submit comments 
identified by docket number in the heading of this notice by any of the 
following methods:
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, Room W12-140, 1200 New Jersey Avenue SE, Washington, 
DC 20590.
     Hand Delivery: 1200 New Jersey Avenue SE, West Building 
Ground Floor, Room W12-140, Washington, DC, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal Holidays.
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the online instructions for submitting 
comments.
    Instructions: All submissions must include the agency name and 
docket number. Note that all comments received will be posted without 
change to https://www.regulations.gov, including any personal 
information provided. Please see the Privacy Act discussion below. 
NHTSA will consider all comments received before the close of business 
on the comment closing date indicated above. To the extent possible, 
NHTSA will also consider comments filed after the closing date.
    Docket: For access to the docket to read background documents or 
comments received, go to https://www.regulations.gov at any time or to 
1200 New Jersey Avenue SE, West Building Ground Floor, Room W12-140, 
Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal Holidays. Telephone: 202-366-9826.
    Privacy Act: In accordance with 5 U.S.C. 553(c), DOT solicits 
comments from the public to better inform its rulemaking process. DOT 
posts these comments, without edit, to www.regulations.gov, as 
described in the system of records notice, DOT/ALL-14 FDMS, accessible 
through www.dot.gov/privacy. In order to facilitate comment tracking 
and response, we encourage commenters to

[[Page 43603]]

provide their name, or the name of their organization; however, 
submission of names is completely optional. Whether or not commenters 
identify themselves, all timely comments will be fully considered. If 
you wish to provide comments containing proprietary or confidential 
information, please contact the agency for alternate submission 
instructions.
    Confidential Business Information: Confidential Business 
Information: If you wish to submit any information under a claim of 
confidentiality, you must submit your request directly to NHTSA's 
Office of the Chief Counsel. Requests for confidentiality are governed 
by part 512. NHTSA is currently treating electronic submission as an 
acceptable method for submitting confidential business information to 
the agency under part 512. If you would like to submit a request for 
confidential treatment, you may email your submission to Dan Rabinovitz 
in the Office of the Chief Counsel at [email protected] or you 
may contact Dan for a secure file transfer link. At this time, you 
should not send a duplicate hardcopy of your electronic CBI submissions 
to DOT headquarters. If you claim that any of the information or 
documents provided to the agency constitute confidential business 
information within the meaning of 5 U.S.C. 552(b)(4), or are protected 
from disclosure pursuant to 18 U.S.C. 1905, you must submit supporting 
information together with the materials that are the subject of the 
confidentiality request, in accordance with part 512, to the Office of 
the Chief Counsel. Your request must include a cover letter setting 
forth the information specified in our confidential business 
information regulation (49 CFR 512.8) and a certificate, pursuant to 
Sec.  512.4(b) and part 512, appendix A. In addition, you should submit 
a copy, from which you have deleted the claimed confidential business 
information, to the Docket at the address given above.

FOR FURTHER INFORMATION CONTACT: Callie Roach, Office of the Chief 
Counsel, National Highway Traffic Safety Administration, 1200 New 
Jersey Avenue SE, Washington, DC 20590. Telephone: 202-366-2992; Fax: 
202-366-3820.

SUPPLEMENTARY INFORMATION: 

Table of Contents

I. Background
II. Authority and Procedures for Temporary Exemptions
III. Ford's Petition
    A. Safety Showing
    i. FMVSS No. 101
    ii. FMVSS No. 102
    iii. FMVSS No. 108
    iv. FMVSS No. 111
    v. FMVSS No. 126
    vi. FMVSS No. 135
    vii. FMVSS No. 138
    B. Public Interest Argument
    C. Meetings With Ford
IV. Agency's Review of Ford's Petition
V. Public Interest Considerations
VI. Potential Types of Terms
VII. Public Participation
    A. Request for Comments and Comment Period
    B. Instructions for Submitting Comments

I. Background

    NHTSA is responsible for promulgating and enforcing FMVSS designed 
to improve motor vehicle safety. Generally, a manufacturer may not 
manufacture for sale, sell, offer for sale, or introduce or deliver for 
introduction into interstate commerce a vehicle that does not comply 
with all applicable FMVSS. There are limited exceptions to this general 
prohibition. One of these exceptions allows manufacturers to petition 
NHTSA for a temporary exemption for noncompliant vehicles that have an 
overall safety level at least equal to the overall safety level of 
nonexempt vehicles.\1\
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    \1\ 49 U.S.C. 30113(b)(3)(B)(iv).
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    In July 2021, Ford submitted an exemption petition under 49 CFR 
part 555 for a vehicle equipped with a Society of Automotive Engineers 
(SAE) International Level 4 ADS \2\ that can be operated in either a 
human-driven mode (Manual Mode), or in an ADS-driven mode (AV Mode).\3\ 
Ford states that it is seeking an exemption from portions of seven 
FMVSS to allow for the controlled deployment and usage of the vehicle 
``on tested, proven roadways during appropriate weather conditions.'' 
\4\ Ford states that, given that human occupants are not intended to 
participate in the driving task while the vehicle is being operated in 
AV Mode, Ford believes having active driving controls and 
communications would introduce an unacceptable risk to safety.\5\ Ford 
further states that, if granted, it does not intend to sell the 
vehicles to individual customers.\6\ Instead, Ford states that the 
vehicles will be fleet owned and operated for their full service 
life.\7\ Ford also states that no more than 2,500 exempted vehicles 
will be produced and introduced into interstate commerce within a 12-
month period during the 2-year exemption.\8\
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    \2\ SAE International J3016_202104 Taxonomy and Definitions for 
Terms Related to Driving Automation Systems for On-Road Motor 
Vehicles.
    \3\ Ford Petition at page 1.
    \4\ Id. at page 3.
    \5\ Id. at pages 8 and 25.
    \6\ Id.
    \7\ Id.
    \8\ Id.
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    This notice accomplishes two things: (1) it serves as a notice of 
receipt of Ford's petition and (2) it requests comments on the petition 
and on conditions that could be applied if NHTSA decides to grant the 
petition.

II. Authority and Procedures for Temporary Exemptions

    The National Traffic and Motor Vehicle Safety Act (Safety Act), 
codified at 49 U.S.C. chapter 301, authorizes the Secretary of 
Transportation to exempt motor vehicles, on a temporary basis and under 
specified circumstances, and on terms the Secretary considers 
appropriate, from a FMVSS or bumper standard. This authority is set 
forth at 49 U.S.C. 30113. The Secretary has delegated the authority for 
implementing this section to NHTSA.\9\
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    \9\ 49 CFR 1.94.
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    The Safety Act authorizes the Secretary to grant, in whole or in 
part, a temporary exemption to a vehicle manufacturer if the Secretary 
makes one of four specified findings.\10\ The Secretary must also look 
comprehensively at the request for exemption and find that the 
exemption is consistent with the public interest and the objectives of 
the Safety Act.\11\
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    \10\ 49 U.S.C. 30113(b)(3).
    \11\ 49 U.S.C. 30113(b)(3)(A).
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    One of the bases on which an exemption may be granted allows NHTSA 
to grant an exemption if ``compliance with the standard would prevent 
the manufacturer from selling a motor vehicle with an overall safety 
level at least equal to the overall safety level of nonexempt 
vehicles.'' \12\ This is the basis on which Ford is seeking its 
exemption.
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    \12\ 49 U.S.C. 30113(b)(3)(B)(iv).
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    NHTSA established 49 CFR part 555, Temporary Exemption from Motor 
Vehicle Safety and Bumper Standards, to implement the statutory 
provisions concerning temporary exemptions. The requirements in 49 CFR 
555.5 state that the petitioner must set forth the basis of the 
petition by providing the information required under 49 CFR 555.6, and 
the reasons why the exemption would be in the public interest and 
consistent with the objectives of the Safety Act.
    Ford's petition was submitted under 49 CFR 555.6(d), on the basis 
that Ford is otherwise unable to sell a vehicle whose overall level of 
safety or impact

[[Page 43604]]

protection \13\ is at least equal to that of a nonexempt vehicle. 
Petitions submitted under 49 CFR 555.6(d) must include the following 
information:
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    \13\ Ford is not seeking exemptions from any standards providing 
performance requirements for impact protection.

    (1) A detailed analysis of how the vehicle provides the overall 
level of safety or impact protection at least equal to that of 
nonexempt vehicles, including--
    (i) A detailed description of how the motor vehicle, if 
exempted, differs from one that conforms to the standard;
    (ii) A detailed description of any safety or impact protection 
features that the vehicle offers as standard equipment that are not 
required by the Federal motor vehicle safety or bumper standards;
    (iii) The results of any tests conducted on the vehicle 
demonstrating that it fails to meet the standard, expressed as 
comparative performance levels;
    (iv) The results of any tests conducted on the vehicle 
demonstrating that its overall level of safety or impact protection 
exceeds that which is achieved by conformity to the standards.
    (v) Other arguments that the overall level of safety or impact 
protection of the vehicle is at least equal to that of nonexempt 
vehicles.
    (2) Substantiation that compliance would prevent the sale of the 
vehicle.
    (3) A statement whether, at the end of the exemption period, the 
manufacturer intends to comply with the standard.
    (4) A statement that not more than 2,500 exempted vehicles will 
be sold in the United States in any 12-month period for which an 
exemption may be granted pursuant to this paragraph. An application 
for renewal of any exemption shall also include the total number of 
exempted vehicles sold in the United States under the existing 
exemption.

III. Ford's Petition

    Ford's petition seeks a two-year temporary exemption from parts of 
each of seven FMVSS to produce 2,500 or fewer exempt vehicles per 
year.\14\ Ford seeks a temporary exemption from portions of the 
following FMVSS: No. 101, Controls and Displays; No. 102, Transmission 
Shift Position Sequence, Starter Interlock, and Transmission Braking 
Effect; No. 108, Lamps, Reflective Devices, and Associated Equipment; 
No. 111, Rear Visibility; No. 126, Electronic Stability Control 
Systems; No. 135, Light Vehicle Brake Systems; and No. 138, Tire 
Pressure Monitoring Systems.
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    \14\ Ford Petition at pages 3 and 25.
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    The exemption, if granted, would allow Ford to produce and deploy 
vehicles that lack certain vehicle controls, telltales, and indicators. 
Ford states that the subject vehicles would be fleet owned and operated 
to allow for a controlled deployment and usage on tested, proven 
roadways in appropriate weather.\15\ Ford states that this will allow 
it to further develop and evaluate its SAE Level 4 ADS feature.\16\ 
When engaged, Ford states the ADS assumes the driving role and performs 
the entire Dynamic Driving Task (DDT) as defined in SAE J3016.\17\
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    \15\ Id. at page 3.
    \16\ Id.
    \17\ SAE International J3016_202104 Taxonomy and Definitions for 
Terms Related to Driving Automation Systems for On-Road Motor 
Vehicles.
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    Because Ford has sought confidential treatment of some aspects of 
its petition, a redacted version of Ford's petition is included in the 
docket referenced at the beginning of this notice.

i. Overview of the Vehicles

    Ford states that the subject vehicles use a hybrid-electric vehicle 
(HEV) platform that has been specifically designed and tailored to 
support mobility services such as ride sharing, ride hailing and 
package delivery.\18\ Ford states that each vehicle will be modified 
with the components that make up the ADS and are responsible for the 
core capabilities of motion, planning and execution, which, Ford 
states, enable the vehicle to drive itself.\19\
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    \18\ Ford Petition at 5.
    \19\ Id.
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    Ford states that the vehicle will be designed to operate in both AV 
Mode and human-driven mode Manual Mode.\20\ The vehicle will be 
equipped with non-traditional driving controls that will only be 
available in Manual Mode for use by trained operators.\21\ Ford states 
that transitioning between AV Mode and Manual Mode can only be 
performed by a trained operator while the vehicle is stationary.\22\ 
Ford also states that when the ADS is active, it performs the entire 
DDT, and removes the need for a human driver.\23\
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    \20\ Id.
    \21\ Id. at page 8.
    \22\ Id. at page 5.
    \23\ Id.
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    Ford explains in its petition that the Operational Design Domain 
(ODD) describes where, when, and under what conditions an ADS-equipped 
vehicle will be operated.\24\ Ford states the vehicle's intended ODD 
represents a convergence of the vehicle's expected capabilities and 
projected business model, which includes ride-hailing and goods 
delivery on urban streets.\25\ Ford also states that it expects the 
vehicles to operate day and night, and from clear conditions up to 
light rain.\26\
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    \24\ Id.
    \25\ Id.
    \26\ Id.
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    According to Ford, the ADS consists of computing hardware, 
software, sensors, and map data. Ford states that the vehicles use a 
360-degree multi-modal sensing strategy, which includes:

 Near field and far field cameras--high-resolution video image 
captures for detection, tracking, and classification of static and 
dynamic objects
 Mid- and long-range radars--sensors that transmit radio waves 
to detect objects and help determine their range and velocity
 Short- and long range lidars--high-precision sensors that 
measure the distances to objects using pulses of laser light to 
visualize the space around it with 360-degree coverage
 Inertial Measurement Unit (IMU) and wheel speed sensors--
sensors for determination of orientation and position of the vehicle 
over time

Ford also states that the ADS uses a high-definition map of the road 
network and surrounding environment.\27\ Ford states that this map, 
when combined with real-time sensing, allows the vehicle to determine 
its location within a lane, dynamically route to a destination, and 
interpret local rules of the road, such as speed limits and traffic 
controls.\28\ Ford states that software analyzes the sensor data to 
locate vehicles, pedestrians, and other obstacles, predict their future 
motion, and plan an appropriate vehicle path through the 
environment.\29\ Once a path is determined, motion commands are 
calculated and then communicated to the vehicle's actuators, such as 
the engine, transmission, steering, braking, and exterior lighting.\30\
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    \27\ Id. at page 6.
    \28\ Id.
    \29\ Id.
    \30\ Id.
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ii. Planned Usage of the Subject Vehicles

    Ford states that if it is granted an exemption, it does not plan to 
sell the vehicles to individual customers.\31\ Instead, Ford states 
that the subject vehicles will be fleet owned and operated.\32\ Ford 
states that this will allow for controlled deployment and usage on 
tested, proven roadways in appropriate weather.\33\ At the end of daily 
operation, the vehicles will be fueled, cleaned and serviced at a 
central service depot, and this will also allow for any data downloads 
or necessary software updates.\34\ This approach will, Ford says, 
ensures the vehicles are adequately maintained and serviced.\35\
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    \31\ Id. at page 9.
    \32\ Id.
    \33\ Id. at page 8.
    \34\ Id. at page 9.
    \35\ Id.

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[[Page 43605]]

iii. Fallback Measures

    Ford states that when the ADS detects a malfunction affecting the 
system's ability to perform the DDT, it will perform a fallback 
maneuver.\36\ These maneuvers are categorized by Ford into three 
levels: Level 1, vehicle completes trip and is scheduled for service; 
Level 2, vehicle finds a suitable parking location or pulls over to the 
shoulder and activates hazard warning signal; and Level 3, vehicle 
activates hazard signal and comes to a controlled stop in the path.\37\ 
Ford states that ADS subsystems conduct their own respective onboard 
diagnostics, and that safety critical subsystems also monitor the 
status of other subsystems with which they interface.\38\ Ford states 
that, depending on the severity of a detected malfunction, the vehicle 
will transition to an appropriate minimal risk condition and the 
fallback level can be escalated if other faults occur, driving 
conditions warrant it, or if time thresholds to complete the vehicle 
response are not met.\39\
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    \36\ Id. at page 7.
    \37\ Id. at page 8.
    \38\ Id. at pages 7-8.
    \39\ Id. at page 8.
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A. Safety Showing
    In support of the statutory basis cited in its petition for a 
temporary exemption, Ford asserts that it believes that the 
requirements from which it is seeking an exemption ``exist due to a 
human driver's need to operate regulated controls and receive regulated 
information.'' \40\ Ford further asserts that these requirements do not 
support the safety purpose when the ADS is performing the DDT.\41\ This 
exemption would allow Ford to deploy a vehicle in which most 
traditional controls and information are not available during the 
vehicle's AV mode, which Ford asserts, prevents occupants from 
interfering with the driving task when being executed by the ADS.\42\
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    \40\ Id. at page 10.
    \41\ Id.
    \42\ Id.
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    Ford seeks exemptions from the following requirements:

i. FMVSS No. 101, Controls and Displays: S5.1-S5.4, and S5.6 \43\
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    \43\ Id. at pages 10-15.
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ii. FMVSS No. 102, Transmission Shift Position Sequence, Starter 
Interlock, and Transmission Braking Effect: S3.1.4.1 \44\
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    \44\ Id. at page 16.
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iii. FMVSS No. 108, Lamps, Reflective Devices and Associated 
Equipment: S6.61, S6.6.2, S9.1.1, S9.3-S9.8 \45\
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    \45\ Id. at pages 17-18.
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iv. FMVSS No. 111, Rear Visibility: S6.2.3-S6.2.5 \46\
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    \46\ Id. at pages 18-20.
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v. FMVSS No. 126, Electronic Stability Controls: S5.3 \47\
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    \47\ Id. at pages 20-21.
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vi. FMVSS No. 135, Light Vehicle Brake Systems: S5.5, S5.3.1 \48\
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    \48\ Id. at pages 21-22.
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vii. FMVSS No. 138, Tire Pressure Monitoring: S4.3, S4.4 \49\
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    \49\ Id. at pages 22-24.

    For each of the seven FMVSS from which Ford is seeking an 
exemption, Ford first describes the purpose of the standard and the 
safety need the requirements meet. Ford then discusses its approach to 
meeting the safety need. A short description of the rationale Ford 
provides in its petition to support its assertion that the subject 
vehicles offer an equivalent level of safety to nonexempt vehicle 
follows. In the Manual Mode, available to trained operators only, Ford 
states that the vehicle will comply with all applicable FMVSS. 
Therefore, the descriptions provided below focus on the description of 
Ford's safety approach for when the vehicles are operated in AV Mode.
    Ford seeks an exemption from the requirements in FMVSS No. 101 that 
specify the location, identification (symbol, words, etc.), 
illumination, color, and evaluation conditions of regulated controls, 
telltales, and indictors.\50\ In AV Mode, a few select telltales, 
indicators, and controls will be presented to occupants, including 
those related to restraints and occupant protection.\51\ Ford states 
that modules within the vehicle communicate with each other and 
broadcast the regulated information over the vehicle communication 
network (e.g., controller area network buses, or CAN), the driver 
display module receives the information and displays telltales and 
indicators when triggered.\52\ Ford states that by utilizing the 
vehicle communication network, the ADS directly receives the 
information the regulated features were meant to communicate to human 
drivers, and often in greater detail.\53\ Ford asserts that the ADS is 
immediately capable of responding to that information, which may 
include an appropriate fallback maneuver.\54\ Additionally, Ford states 
that fault information may be communicated to the fleet management 
system to schedule the vehicle for return to the AV terminal for 
service or servicing on road.\55\ Ford provided a chart in its petition 
that details Ford's approach for each of the required telltales, 
indicators, and controls.\56\
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    \50\ Id.
    \51\ Id at page 11.
    \52\ Id. at pages 10-11.
    \53\ Id.
    \54\ Id.
    \55\ Id.
    \56\ Id. at pages 11-15.
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    Ford's petition seeks an exemption from the requirement in FMVSS 
No. 102 for identification of shift positions, including the positions 
in relation to each other and the position selected to be displayed in 
view of the driver.\57\ Ford asserts that the subject vehicle provides 
an equivalent level of safety to a nonexempt vehicle, stating that in 
AV Mode, the subject vehicle will be provided with the same information 
about the transmission shift position as the driver in a nonexempted 
vehicle.\58\ In AV Mode, Ford states that the ADS requests a gear shift 
via redundant controller area network (CAN) messages to the powertrain 
control module (PCM).\59\ Ford states that it also continually receives 
two separate CAN messages from the PCM regarding gear state, from which 
it can determine the actual gear position.\60\
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    \57\ Id. at page 16.
    \58\ Id.
    \59\ Id.
    \60\ Id.
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    Ford is seeking an exemption from requirements in FMVSS No. 108 
because the subject vehicle does not comply with requirements for 
certain lighting-related controls, indicators, and performance elements 
when the vehicle is in AV Mode.\61\ Ford states that meeting these 
requirements is not necessary to support the driving task in the 
absence of a human driver.\62\ Further, Ford states that should 
controls remain accessible to riders, the occupants may select a 
lighting setting that could adversely affect the ADS's driving action, 
causing confusion and reducing safety for other road users and/or the 
ADS-equipped vehicle.\63\ Ford asserts that the vehicle provides an 
equivalent level of safety to a nonexempt vehicle because the ADS 
system design addresses the driver control and communication 
requirements by allowing the vehicle's ADS to communicate 
electronically over the vehicle communication network.\64\ Also, 
according to Ford, the system design meets the regulatory purpose in 
communicating important safety information to the ADS and it allows the 
ADS to react immediately to provide safe lighting performance.\65\ In 
addition, should any error or loss of communication be detected, Ford 
states

[[Page 43606]]

that the appropriate actions are taken by the vehicle to minimize risks 
to safety.\66\
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    \61\ Id. at page 17.
    \62\ Id.
    \63\ Id.
    \64\ Id.
    \65\ Id.
    \66\ Id.
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    Ford is seeking an exemption from the requirements in FMVSS No. 111 
that provide response time, linger time, and deactivation requirements 
for the rearview image performance.\67\ Ford states that the rearview 
image will not be displayed to human occupants, as the ADS is solely 
responsible for the DDT and the occupants have no responsibility to 
perform any driving actions.\68\ Ford states that in lieu of a 
traditional review image, while in AV Mode, the ADS utilizes a 
collection of sensors that meet the intended visibility requirements in 
FMVSS No. 111, and allow the vehicle to detect the environment during 
operation at all times.\69\ Ford states that while human drivers can 
potentially be distracted if a rearview `image' lingers beyond the 
length of time it takes for a backing maneuver, the ADS will not be 
distracted.\70\ Ford asserts that requiring the ADS to disable its rear 
sensing outside of backing events would decrease its ability to sense 
the environment around the vehicle.\71\ Ford further asserts that, as a 
result, the safety intent of the response time and linger time 
requirements and the deactivation requirement are no longer 
necessary.\72\
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    \67\ Id. at page 19.
    \68\ Id.
    \69\ Id.
    \70\ Id.
    \71\ Id.
    \72\ Id.
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    Ford seeks an exemption from the requirement in FMVSS No. 126 that 
requires an ESC malfunction telltale that must be in front of, and in 
clear view of the driver.\73\ Ford asserts that its approach to use the 
CAN bus to communicate regulated telltales and indicators and control 
the applicable regulated features enables the ADS to recognize and 
respond to information typically provided to a human driver, thereby 
providing equivalent safety to that of a nonexempted vehicle.\74\
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    \73\ Id. at page 21.
    \74\ Id.
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    Ford seeks an exemption from the requirements in FMVSS No. 135 that 
require a foot control for actuating the service brakes and a parking 
brake that is actuated by either a hand or foot.\75\ Ford is also 
requesting exemption from the requirement for a warning indicator that 
must be in front of and in clear view of the driver.\76\ Ford states 
that the brake system of the vehicle will continue to meet the braking 
performance requirements of the standard.\77\ Ford further states that 
its approach to use the CAN bus to communicate regulated telltales and 
indicators and to control the applicable regulated features enables the 
ADS to recognize and respond to information typically provided to a 
human driver.\78\ Ford asserts that this approach provides a level of 
safety equivalent to that of a nonexempted vehicle.\79\
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    \75\ Id.
    \76\ Id.
    \77\ Id. at page 22.
    \78\ Id.
    \79\ Id.
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    Ford is also seeking an exemption from the requirements in FMVSS 
No. 138 which require telltales that are ``mounted inside the occupant 
compartment in front of, and in clear view of, the driver.'' \80\ While 
the ADS is operational, Ford states that the ADS performs the DDT and 
receives TPMS information electronically through the vehicle 
communication network.\81\ Ford states that it does not intend to 
provide a telltale to warn vehicle occupants of low pressure or TPMS 
malfunction because such a warning would not accomplish the stated 
purpose of FMVSS 138, which is ``to warn drivers of significant under-
inflation of tires and the resulting safety problems.''
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    \80\ Id. at pages 22-23.
    \81\ Id. at page 23.
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    Ford asserts that the TPMS functions the same in both modes, with 
the only differences being that telltales are not displayed in AV 
Mode.\82\ Ford asserts that its AV's TPMS design satisfies the purposes 
of FMVSS 138 S4.3 and S4.4 by communicating the required information 
directly to the ADS system.\83\ Ford further notes that the ADS has 
additional capabilities to react to the information about tire pressure 
to help prevent the vehicle from being driven for extended periods on 
significantly under-inflated tires and describes the vehicle's response 
to signals indicating that a tire is significantly under-inflated 
(i.e., more than 25% below the placard pressure, as defined in S4.2(a)) 
or there is a fault in the TPMS system.\84\ Ford asserts that since the 
ADS-equipped vehicle has the same information as the nonexempted 
vehicle, and the response to low tire pressure is the same in both 
vehicles, the level of safety of the two vehicles is equivalent.\85\
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    \82\ Id.
    \83\ Id.
    \84\ Id.
    \85\ Id.
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B. Public Interest Argument

    Ford asserts that granting this petition will allow a progressive 
deployment to realize the potential of self-driving technology.\86\ 
Ford cites self-driving vehicles as one of the solutions to help enable 
a new mobility future and states that as they reach scale, self-driving 
vehicles ``have the potential to transform society through enhanced 
safety, improved congestion and improved mobility for everyone 
(including underserved populations such as the elderly and people with 
disabilities).'' \87\
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    \86\ Id. at page 4.
    \87\ Id.
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C. Meetings With Ford

    After submitting its petition on July 28, 2021, Ford contacted 
NHTSA to request a meeting to discuss its petition. NHTSA met with Ford 
on August 26, September 15, and October 25, 2021. A redacted version of 
Ford's presentation slides from those meetings is included in the 
docket referenced at the beginning of this notice.

IV. Agency's Review of Ford's Petition

    The agency has not yet made any judgment on the merits of Ford's 
petition nor on the adequacy of the information submitted. NHTSA will 
assess the merits of Ford's petition after receiving and considering 
the public comments to this notice, the petition, and any additional 
information that the agency receives from Ford.

V. Public Interest Considerations

    Section 30113 authorizes NHTSA to grant exemptions that are 
consistent with the public interest and the Safety Act and authorizes 
NHTSA to apply appropriate terms to any such grant. Whether granting 
the exemption is consistent with the public interest and the objectives 
of the Safety Act are required findings that are no less critical than 
a discussion of the particular statutory basis on which the exemption 
is sought (e.g., whether the subject vehicle provides an equivalent 
level of safety to a nonexempt vehicle). Although NHTSA's mission is 
primarily a safety mission, NHTSA's authority under section 30113 
requires the agency to extend its consideration to issues beyond 
traffic safety.\88\ NHTSA is seeking comment on the agency's 
consideration of specific matters of

[[Page 43607]]

public interest in both deciding whether granting the exemption is 
consistent with the public interest and in developing terms and 
conditions with which the petitioner must comply if its petition is 
granted.
---------------------------------------------------------------------------

    \88\ NHTSA stated, in the February 11, 2020 Federal Register 
notice granting an exemption for the first ADS-equipped vehicle to 
Nuro, that the broad authority to determine whether the public 
interest and general goals of the Vehicle Safety Act will be served 
by granting the exemption allows the Secretary to consider many 
diverse effects of the exemption, including: The overall safety of 
the transportation system beyond the analysis required in the safety 
determination; how an exemption will further technological 
innovation; economic impacts, such as consumer benefits; and 
environmental effects. (85 FR 7826, 7828).
---------------------------------------------------------------------------

    As the expert agency in automotive safety and the interpretation of 
its existing standards, NHTSA has significant discretion in making the 
safety findings required under these provisions. Further, the broad 
authority to determine whether the public interest and general goals of 
the Safety Act will be served by granting the exemption allows the 
agency to consider many diverse effects of the exemption, including: 
the overall safety of the transportation system beyond the analysis 
required in the safety determination; how an exemption will further 
technological innovation; economic impacts, such as consumer benefits; 
and environmental effects.
    ADS vehicles have the potential to benefit our transportation 
system significantly beyond the analysis required in the safety 
determination. As NHTSA considers the potentially transformative impact 
of ADS technology, it is also considering its role in encouraging the 
use of ADS vehicles in ways that maximize their benefit to society. 
Specifically, NHTSA is exploring its role and responsibility in 
considering environmental impacts, accessibility, and equity when an 
exemption is sought for an ADS-equipped vehicle. Climate, 
accessibility, and equity, in addition to road safety, are important 
public interest goals of the Department and NHTSA. NHTSA will also 
continue to consider how exemptions affect the development of advanced 
vehicle technologies.
    With regard to environmental impacts, NHTSA seeks to learn about 
the interplay between fuel efficiency and ADS technologies. NHTSA seeks 
public comment on whether it should adopt reporting requirements when 
granting part 555 petitions for vehicles with ADS that would allow the 
agency to better understand the energy use of the vehicles throughout 
their service life and, possibly, to better assess, and quantify, the 
environmental impacts of ADS-equipped vehicles. NHTSA is also seeking 
comment regarding the weight it should give to the environmental 
impacts of internal combustion engine (ICE) vehicles when deciding 
whether to grant an exemption to an ICE vehicle moving forward. 
Finally, NHTSA is seeking comment about whether to seek from entities 
that receive a grant of a petition information about how, exactly, 
their vehicles would promote environmental justice.
    NHTSA seeks comment on the extent to which accessibility and equity 
might be considered in either determining whether an exemption is in 
the public interest or applying appropriate conditions to an exemption 
as it is granted. Proponents of ADS technology often claim that ADS-
equipped vehicles would help advance greater transportation 
accessibility for persons with disabilities. Ford's petition discusses 
this potential benefit and specifically references improved mobility 
for underserved populations, such as elderly persons and persons with 
disabilities.\89\ NHTSA appreciates this potential and appreciates that 
manufacturers are considering the benefits to underserved populations.
---------------------------------------------------------------------------

    \89\ Id.
---------------------------------------------------------------------------

    NHTSA is interested in learning more about specific actions that 
manufacturers and operators of ADS-equipped exempted vehicles are 
taking to ensure that accessibility and equity goals will be met. For 
example, we are considering seeking information from entities that 
receive a grant of a petition about how they ensure that their ride-
hailing services comply with any applicable Americans with Disabilities 
Act (ADA) requirements. NHTSA is also considering seeking information 
about how many vehicles under a part 555 exemption would be wheelchair 
accessible. Additionally, NHTSA is interested in what, specifically, 
the manufacturer would do to ensure access to people with vision 
disabilities, or to ensure that persons with wheelchairs, walkers, or 
other mobilities devices, can safely transition from the vehicle to the 
sidewalk and vice versa. NHTSA seeks comment on these questions about 
accessibility.
    NHTSA is also considering seeking information about how the 
exempted vehicles would be used to improve accessibility and equity in 
serving underserved communities. The agency seeks comments on whether 
an entity that receives a grant of a petition should be required to 
provide plans about how it intends to ensure that access to its 
services is equitable in terms of neighborhood, income levels, race and 
ethnicity, age (etc.), and/or should be required to provide reports of 
how it achieved those objectives through use of the exempted vehicles. 
Should the agency require manufacturers granted an exemption to report 
to NHTSA about how the exempted vehicles will be used to improve 
accessibility and equity in serving underserved communities? Data 
reported on these elements would help DOT and NHTSA assess if 
assumptions about the beneficial societal impacts of ADS-equipped 
vehicles are bearing out, and if not, why not.
    NHTSA is also considering seeking information about the economic 
impacts of granting a petition. Many advocates of ADS technology argue 
that deploying ADS-equipped vehicles will increase U.S. jobs and 
innovation. For example, should the agency seek information about 
potential job creation and displacement of workers? Should NHTSA seek 
other information about how the grant would impact investment in the 
U.S. economy, such as through the generation of tax revenue or 
development of intellectual property?
    Further, NHTSA seeks comments on whether the agency should consider 
additional matters of public interest in developing terms and 
conditions with which a part 555 petitioner must comply if its petition 
were granted. To the extent that you believe other areas should be 
considered, please tell us how we can best promote the public interest 
through the exercise of our discretion in granting exemptions and 
establishing terms and conditions to such exemptions.

VI. Statement on Terms

    Section 30113 authorizes the Secretary, NHTSA by delegation, to 
condition the grant of a temporary exemption ``on terms [NHTSA] 
considers appropriate.'' \90\ The agency's authority to set terms is 
broad. It is not limited solely to terms and conditions relevant to its 
specific determination. Instead, this provision allows the agency to 
set terms that would allow NHTSA to collect information about the 
exempted vehicles that would service the public interest, such as 
information concerning the performance of the ADS.\91\
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    \90\ 49 U.S.C. 30113(b)(1) (delegation of authority at 49 CFR 
1.95).
    \91\ 85 FR 7826, 7840 (February 11, 2020).
---------------------------------------------------------------------------

    Once a manufacturer receives a temporary exemption from the 
prohibitions of 49 U.S.C. 30112(a)(1), NHTSA can affect the use of 
those vehicles produced pursuant to the exemption through the terms in 
partially or fully granting the exemption or as it exercises its 
enforcement authority (e.g., its safety defect authority). The agency's 
authority to set terms is broad. Since the terms would be the primary 
means of monitoring and affecting the operation of the exempted 
vehicles, the agency would carefully consider whether to establish 
terms and what types of terms to establish if it were to grant a 
petition. The manufacturer would need to agree to abide by the terms 
set for that

[[Page 43608]]

exemption in order to begin and continue producing vehicles pursuant to 
that exemption.
    Due to the novel nature of ADS technology and NHTSA's interest in 
better understanding the safety and utility of ADS-equipped vehicles, 
if the petition were granted in whole or in part, the agency 
anticipates applying conditions to the grant.
    NHTSA exercised its ability to apply a variety of terms when it 
granted Nuro's petition for the first ADS-equipped vehicle exempted 
under part 555.\92\ The terms NHTSA chose were designed to enhance the 
public interest and included post-crash reporting, periodic reporting, 
terms concerning cybersecurity, and certain general requirements. NHTSA 
seeks comment on whether the agency should apply the same type of 
conditions, and others, to Ford if NHTSA decides to grant its petition.
---------------------------------------------------------------------------

    \92\ Id.
---------------------------------------------------------------------------

    NHTSA will carefully consider whether to establish terms and what 
types of terms to establish if it were to grant Ford's petition. If 
Ford's petition were granted, Ford would need to agree to abide by the 
terms set for that exemption in order to begin and continue producing 
vehicles pursuant to that exemption. Nothing in either the statute or 
implementing regulations limits the application of these terms to the 
period during which the exempted vehicles are produced. NHTSA could set 
terms that continue to apply to the vehicles throughout their normal 
service life if it deems that such application is necessary to be 
consistent with the Safety Act.
    Thus, if NHTSA were to grant an exemption, in whole or in part, it 
could establish, for example, reporting terms to ensure a continuing 
flow of information to the agency throughout the normal service life of 
the exempted vehicles, not just during the two-year period of 
exemption. When NHTSA granted Nuro's exemption, NHTSA stated that the 
terms would apply throughout the useful life of the vehicles. Beyond 
the two-year exemption period, Ford could be subject to civil penalties 
for failure to comply with the terms established as a condition for 
granting the part 555 exemption.
    Given the uniqueness of Ford's vehicles, its petition, and public 
safety concerns, extended reporting may be appropriate. Since only a 
portion of the total mileage that the vehicles, if exempted, could be 
expected to travel during their normal service life would have been 
driven by the end of the exemption period, the data would need to be 
reported over a longer period of time to enable the agency to make 
sufficiently reliable judgments. Such judgments might include those 
made in a retrospective review of the agency's determination about the 
anticipated safety effects of the exemption.
    NHTSA could also establish terms to specify what the consequences 
would be if the flow of information were to cease or become inadequate 
during or after the exemption period. Other potential terms could 
include limitations on vehicle operations (based upon speed, weather, 
identified Operational Design Domains, road types, ownership, and 
management, etc.). Conceivably, some conditions could be graduated, 
i.e., restrictions could be progressively relaxed after a period of 
demonstrated driving performance. Further, as with data-sharing, it may 
be necessary to specify that these terms would apply to the exempted 
vehicles beyond the two-year exemption period.
    NHTSA notes that its regulations at 49 CFR part 555 provide that 
the agency can revoke a part 555 exemption if a manufacturer fails to 
satisfy the terms of the exemption. NHTSA could also seek injunctive 
relief.\93\
---------------------------------------------------------------------------

    \93\ 49 U.S.C. 30163(a).
---------------------------------------------------------------------------

    NHTSA seeks comment on whether the agency should apply the same 
types of conditions that it applied to Nuro's exemption for ADS-
equipped occupantless vehicles. NHTSA seeks comment on not only whether 
these conditions are appropriate to apply to Ford's exemption request, 
but also whether there are additional terms that NHTSA should apply. 
Ford's exemption request differs significantly from Nuro's in that the 
request is for a passenger vehicle and it is not limited to 25 mph, as 
in the case of the Nuro vehicle. As such, there are likely to be 
additional terms that would be appropriate to apply to Ford's 
exemption, if granted.
    Please comment on whether NHTSA should apply the following terms 
and conditions to a potential grant of Ford's exemption request:

    1. Reporting within 24 hours of an exempt vehicle being involved 
in any crash, to include: \94\
---------------------------------------------------------------------------

    \94\ Ford is currently required to submit reports to NHTSA for 
crashes involving ADS pursuant to NHTSA Standing General Order 
(2021-01). More information about the General Order is available on 
NHTSA's website at https://www.nhtsa.gov/laws-regulations/standing-general-order-crash-reporting-levels-driving-automation-2-5.
---------------------------------------------------------------------------

    a. The data elements specified in 49 CFR part 563, Event Data 
Recorders.\95\
---------------------------------------------------------------------------

    \95\ See Table I-Reported Data Elements and Table II-Reported 
Data Element Format. 85 FR 78426, 7841 (February 11, 2020).
---------------------------------------------------------------------------

    b. If the ADS was in control of the vehicle during the event, a 
detailed timeline of the 30 seconds leading up to the crash, 
including a detailed read-out and interpretation of all sensors in 
operation during that time period, the ADS's object detection and 
classification output, and the vehicle actions taken (i.e., commands 
for braking, throttle, steering, etc.).
    c. If a human operator took over control of the vehicle prior to 
the event, a detailed timeline of the 30 seconds leading up to the 
human operator taking over control, including a detailed read-out 
and interpretation of all ADS sensors in operation during that time 
period, the ADS's object detection and classification output, and 
the vehicle actions taken (i.e., commands for braking, throttle, 
steering, etc.).
    d. If a human operator was in control of the vehicle at any 
point during or up to 30 seconds before the event, a detailed 
timeline of any actions the human operator took that affected the 
crash event, as well as any technical problems that could have 
contributed to the crash (signal latency, poor field of view, etc.).
    e. Any additional information about the event that NHTSA deems 
pertinent for determining either crash or injury causation, 
including additional information related to the ADS or remote 
operator system.
    2. Beginning 90 days after the date of the exemption grant, and 
at an interval of every 90 days thereafter, a report detailing the 
operation of each exempted vehicle in operation during that time 
period. This report may provide this information either in aggregate 
or on a per-vehicle basis, but it must include the following:
    a. A calculation of the total miles the vehicle has traveled 
using the ADS during the report period, and heat maps of the 
geofenced area in which the vehicle operates to illustrate travel 
density.
    b. Detailed descriptions of any material changes made to the 
subject vehicle's Operational Design Domain (ODD) or ADS software 
during the reporting period.
    c. Detailed descriptions of any incidents in which any exempted 
vehicle violated any local or State traffic law, whether operating 
using the ADS or under human control.
    d. Detailed descriptions of any incidents in which the exempt 
vehicles experienced a sustained acceleration of at least 0.7g on 
any axis for at least 150 ms, or of any incidents in which the 
vehicle had an unexpected interaction with humans or other objects 
(other than crashes that require immediate reporting).
    e. Detailed descriptions of all instances in which a public 
safety official, including law enforcement, attempted to interact 
with an exempted vehicle, such as to pull it over, or contacted Ford 
regarding an attempted interaction with an exempted vehicle.
    f. Detailed descriptions of any ``minimal risk condition 
fallback'' events that occurred, even if no crash has occurred. If 
the event has occurred because the vehicle self-diagnosed a 
malfunction of a vehicle system, the report must include a detailed 
description of the cause and nature of the malfunction, and what 
remedial steps were taken. If the event was caused by the vehicle 
encountering a

[[Page 43609]]

complex or unexpected driving situation, the report must include a 
detailed timeline of the ADS's decision-making process that led to 
the event, including any difficulties the ADS had in detecting and 
classifying objects.
    g. In addition, Ford must make necessary staff available to meet 
with NHTSA staff quarterly to discuss the status of its deployment 
program.
    3. Ford must have a documented cybersecurity incident response 
plan that includes its risk mitigation strategies and the incident 
notification requirements listed below.
    a. Ford must cease operations of all exempt vehicles immediately 
upon becoming aware of any cybersecurity incident involving the 
exempt vehicles and any systems connected to the exempt vehicles 
that has the potential to impact the safety of the exempt vehicles.
    b. No later than 24 hours after being made aware of a 
cybersecurity incident, Ford must inform NHTSA's Office of Defects 
Investigations (ODI) of the incident. Ford must also respond to any 
additional requests for information from NHTSA on the cybersecurity 
incident.
    c. Prior to resuming its operation of any exempt vehicles 
following the discovery of a cybersecurity incident, Ford must 
inform NHTSA of the steps it has taken to patch the vulnerability 
and mitigate the risks associated with the incident, and receive 
NHTSA approval to resume operation.
    4. Ford must be capable of issuing a ``stop order'' that causes 
all deployed exempted vehicles to, as quickly as possible, cease 
operations in a safe manner, in the event that NHTSA or Ford 
determines that the exempted vehicles present an unreasonable or 
unforeseen risk to safety.
    5. Ford must coordinate any planned deployment of the exempted 
vehicles or change to the ADS/ODD with State and local authorities 
with jurisdiction over the operation of the vehicle as required by 
the laws or regulations of that jurisdiction.
    6. The exempted vehicles must comply with all State and local 
laws and requirements at all times while in operation. Each vehicle 
must be duly permitted, if applicable, and authorized to operate 
within all properties and upon all roadways traversed.
    7. Ford must maintain ownership and operational control over the 
exempted vehicle that are built pursuant to this exemption for the 
life of those vehicles.
    8. Ford must create and maintain a hotline or other method of 
communication for the public and Ford employees to directly 
communicate feedback or potential safety concerns about the exempted 
vehicles to the company.
    9. If there are other categories of data that should be 
considered, please identify them and the purposes for which they 
would be useful to the agency in carrying out its responsibilities 
under the Safety Act.
    10. If the agency were to require the reporting of data, for 
what period should the agency require it to be reported--the two-
year exemption period or the vehicles' entire normal service life?
    11. Given estimates that vehicles with ADS would generate 
terabytes of data per vehicle per day, how should the need for data 
be appropriately balanced with the burden on manufacturers of 
providing and maintaining it and the ability of the agency to absorb 
and use it effectively?
    12. As explained in the section above, NHTSA has broad authority 
to determine whether the public interest and general goals of the 
Safety Act will be served by granting an exemption. NHTSA seeks to 
understand the many diverse effects of the exemption, including: the 
overall safety of the transportation system beyond the analysis 
required in the safety determination; how an exemption will further 
technological innovation; whether the exemption will address 
transportation accessibility and equity; economic impacts, such as 
consumer benefits; and environmental effects.
    13. With regard to environmental impacts, how should NHTSA use 
the part 555 exemptions to learn about the interplay between fuel 
efficiency and ADS technologies? Should the agency adopt reporting 
requirements that would allow the agency to better understand the 
energy use of the vehicles throughout their service life and 
possibly better assess, and quantify, the environmental impacts of 
ADS-equipped vehicles? Should NHTSA require an entity whose petition 
has been granted to provide data about, for example, how often and 
how far its vehicles are driving around unoccupied vs. occupied? Is 
there other information related to the environmental consequences 
and effects of the vehicles covered by the petition that NHTSA 
should require from entities granted an exemption?
    14. Should NHTSA consider the environmental impacts of ICE 
vehicles when deciding whether granting an exemption to an ICE 
vehicle is in the public interest?
    15. How should NHTSA consider accessibility in applying 
appropriate conditions to an exemption if it were granted? As noted 
above, many proponents of ADS technology often claim that ADS-
equipped vehicles could help advance greater transportation 
accessibility for persons with disabilities. Should NHTSA impose 
conditions on grants of part 555 exemptions to learn more about 
specific actions that manufacturers and operators of ADS-equipped 
exempted vehicles are planning, or have taken, to further the 
attainment of accessibility goals? Should NHTSA seek information 
from manufacturers granted an exemption as to how they ensure that 
their ride-hailing services comply with any applicable Americans 
with Disabilities Act (ADA) requirements, how many vehicles would be 
wheelchair accessible, how they reach people with disabilities to 
offer access to ride sharing services, or whether the exempt 
vehicles provide other accommodations for individuals with 
disabilities, such as communication and/or human-machine interface 
(HMI) features designed for individuals with sensory disabilities 
(such as sight or hearing) or cognitive disabilities? Should NHTSA 
require grantees to report on efforts, such as research or community 
outreach, that the manufacturer is planning, or has taken, to 
increase the likelihood that accessibility goals will be met? 
Comments are requested on whether there is other information related 
to accessibility that NHTSA should require from an entity when 
granting its petition.
    16. How should NHTSA consider equity in applying appropriate 
conditions to an exemption if it were granted? For example, should 
NHTSA require entities receiving a grant of their petition to report 
how the exempted vehicles were used to improve accessibility and 
equity in serving underserved communities? Should such an entity be 
required to provide plans about how it intends to ensure that access 
to its services is equitable in terms of neighborhood, income 
levels, race and ethnicity, age (etc.), and/or provide reports of 
how it achieved those objectives through use of the exempted 
vehicles? Should entities receiving a petition grant be required to 
report on barriers they encountered to deploying ADS-equipped 
vehicles in underserved communities and how those barriers could be 
overcome? Should such an entity be required to provide demographic 
data about its services, or report on efforts, such as research or 
community outreach, that the manufacturer is planning or has taken 
to ensure better that equity goals will be met? Comments are 
requested on whether there is other information related to equity 
that NHTSA should require when granting a petition.
    17. How should NHTSA consider economic impacts when applying 
appropriate conditions to an exemption if it were granted?

VII. Public Participation

A. Request for Comment and Comment Period

    The agency seeks comment from the public on the merits of Ford's 
petition for a temporary exemption from portions of seven FMVSS. NHTSA 
is also seeking comment on the potential types of terms the agency 
should set if the agency decides to grant Ford's petition.
    NHTSA is providing a 30-day comment period. After considering 
public comments and other available information, NHTSA will publish a 
notice of final action on the petition in the Federal Register.

B. Instructions for Submitting Comments

How long do I have to submit comments?
    Please see DATES section at the beginning of this document.
How do I prepare and submit comments?
     Your comments must be written in English.
     To ensure that your comments are correctly filed in the 
Docket, please include the Docket Number shown at the beginning of this 
document in your comments.

[[Page 43610]]

     If you are submitting comments electronically as a PDF 
(Adobe) File, NHTSA asks that the documents be submitted using the 
Optical Character Recognition (OCR) process, thus allowing NHTSA to 
search and copy certain portions of your submissions. Comments may be 
submitted to the docket electronically by logging onto the Docket 
Management System website at http://www.regulations.gov. Follow the 
online instructions for submitting comments.
     You may also submit two copies of your comments, including 
the attachments, to Docket Management at the address given above under 
ADDRESSES.
    Please note that pursuant to the Data Quality Act, in order for 
substantive data to be relied upon and used by the agency, it must meet 
the information quality standards set forth in the OMB and DOT Data 
Quality Act guidelines. Accordingly, we encourage you to consult the 
guidelines in preparing your comments. OMB's guidelines may be accessed 
at http://www.whitehouse.gov/omb/fedreg/reproducible.html. DOT's 
guidelines may be accessed at http://www.bts.gov/programs/statistical_policy_and_research/data_quality_guidelines.
How do I submit confidential business information?
    If you wish to submit any information under a claim of 
confidentiality, you must submit your request directly to NHTSA's 
Office of the Chief Counsel. Requests for confidentiality are governed 
by part 512. NHTSA is currently treating electronic submission as an 
acceptable method for submitting confidential business information to 
the agency under part 512. If you would like to submit a request for 
confidential treatment, you may email your submission to Dan Rabinovitz 
in the Office of the Chief Counsel at [email protected] or you 
may contact Dan for a secure file transfer link. At this time, you 
should not send a duplicate hardcopy of your electronic CBI submissions 
to DOT headquarters. If you claim that any of the information or 
documents provided to the agency constitute confidential business 
information within the meaning of 5 U.S.C. 552(b)(4), or are protected 
from disclosure pursuant to 18 U.S.C. 1905, you must submit supporting 
information together with the materials that are the subject of the 
confidentiality request, in accordance with part 512, to the Office of 
the Chief Counsel. Your request must include a cover letter setting 
forth the information specified in our confidential business 
information regulation (49 CFR 512.8) and a certificate, pursuant to 
Sec.  512.4(b) and part 512, appendix A. In addition, you should submit 
a copy, from which you have deleted the claimed confidential business 
information, to the Docket at the address given above.
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. To the extent possible, we will also consider 
comments that Docket Management receives after that date.
How can I read the comments submitted by other people?
    You may see the comments on the internet. To read the comments on 
the internet, go to https://www.regulations.gov. Follow the online 
instructions for accessing the dockets.
    Please note that, even after the comment closing date, we will 
continue to file relevant information in the Docket as it becomes 
available. Further, some people may submit late comments. Accordingly, 
we recommend that you periodically check the Docket for new material.
    Authority: 49 U.S.C. 30113 and 49 U.S.C. 30166; delegations of 
authority at 49 CFR 1.95.

    Issued in Washington, DC, under authority delegated pursuant to 
49 CFR 1.95.
Steven S. Cliff,
Administrator.
[FR Doc. 2022-15556 Filed 7-20-22; 8:45 am]
BILLING CODE 4910-59-P